UC-NRLF 


DOWN 


g 


ffl 


I  o 


CO 

W 


I 


w 

>  . 

Jr*  ?\ 

H  5= 


2  I 
1J 

%    § 


LOCOMOTIVE  BBEAKDOWNS 

EMERGENCIES  AND  THEIR  REMEDIES 


An  up-to-date  catechism  treating  on  accidents  and  break- 
downs on  the  road  and  how  to  repair  them.     Every  kind 
of  an  accident  which  is  likely  to  occur  to  a  locomotive, 
including  engines  of  the  most  modern  type,  is  fully 
considered  and  the  remedy  given  in  plain  language, 
and,  in  most  cases,  clearly  illustrated.     The  Wal- 
schaert  valve  gear  is  included  with  special  ref- 
erence   to    each    individual    piece    of     the 
mechanism,  as  is  also  the  locomotive  elec- 
tric head  light,  and  a  full  course  of  instruc- 
tions on  air-brake  defects,  troubles  and 
errors  in  up-to-date  operation,  are  given. 
The    several     styles    of    compound 
locomotives   are    included. 

Contains  over  400  Questions  with  their  Answers 

By   GEO.    L.    FOWLER 

Revised  and  enlarged  by  WM.  W.   WOOD, 

Air-brake  Inspector 


FIFTH    EDITION,    REVISED    AND    ENLARGED 

NEW    YORK 

The  Norman  W.  Henley  Publishing  Co. 

132   Nassau  Street 
1908 


Copyrighted  1908 

by 
The  Norman  W.  Henley  Publishing  Co. 


Copyrighted   1903 

by 

The  Norman  W.  Henley  Publishing  Co. 


Composition.  Printing  ami  Elect  retyping  by 

PUBLISHKRS  PRINTING  Co. 

New  York 


OF   THE 

UNIVERSE 

s£U.JF< 


PREFACE    JO    FIFTH    REVISED    AND 
ENLARGED    EDITION. 


This  collection  of  remedies  for  emergency  locomotive  work  is 
not  original  and  newly  devised  by  the  author,  or  it  would  not  be 
applicable  to  presently  existing  conditions  and  circumstances.  The 
value  of  technical-instruction  books  is  in  the  fact  that  they  represent 
the  results  of  practical  application  and  tests  of  theories,  and  in 
compiling  this  work  the  only  originality  involved  has  been  in  con- 
nection with  the  revision  of  the  present  edition;  authorities  differ 
as  to  the  best  methods  of  dealing  with  certain  troubles,  and  this 
book  presents  the  latest  ideas  on  those  subjects,  embodying  the 
methods  pursued  by  practical  enginemen,  and  indorsed  and  recom- 
mended by  the  Travelling  Engineers  and  Master  Mechanics.  Emer- 
gency measures  that  a  few  years  ago  were  universally  advised  in 
cases  of  breakdown  are  found  to  be  impractical  with  the  extremely 
heavy  engines  of  the  present  day,  and  in  this  revision  the  author 
has  sacrificed  some  of  the  really  preferable  methods  that  were  for 
years  unquestioned  as  the  proper  remedies  in  cases  of  road  troubles 
and  still  required  by  some  authorities,  to  the  present-day  principle 
of  the  least  road  repair  compatible  with  safety,  in  order  that  an  acci- 
dent may  not  develop  into  an  engine  failure  as  determined  by 
time  delayed,  and  that  the  engine  can  get  a  paying  load  under  way 
as  soon  as  possible. 

As  this  book  is  intended  for  the  benefit  of  every  one  in  any  way 
connected  with  the  locomotive,  the  chapter  on  Engine  Repairs  is 
the  premium  to  the  Shop  and  Roundhouse  men,  illustrating  a  num- 
ber of  handy  devices  used  in  locomotive  shop  repairs,  and,  while 

1  Cl/fW-1  o 


PREFACE. 

not  coming  within  the  limit  of  road  emergencies,  may  be  considered 
valuable  when  time  is  an  important  element  that  demands  instant 
recourse  to  the  quickest  means  of  effecting  what  practically 
amounts  to  emergency  repairs. 

With  the  expansion  of  the  Air-Brake  chapter,  and  the  added 
features  of  the  Walschaerts  Valve  Gear  and  the  Electric  Headlight, 
the  author  and  the  publishers  are  exceedingly  satisfied  with  this 
revised  edition,  and  believe  that  it  is  exactly  what  locomotive 
enginemen  need  and  want;  they  all  know  what  to  do  when  the 
engine  is  all  right,  and  this  book  will  enable  them  to  know  what  to 
do  when  the  engine  is  all  wrong — and  we  don't  believe  that  very 
much  of  importance  has  escaped  the  present  edition. 

WM.  W.  WOOD, 
Air-Brake  Inspector. 
March,  1908. 


TABLE   OF   CONTENTS. 


CHAPTER  PAGE 

PREFACE 
Introduction. 

I.  Defective  Valves 15 

II.  Accidents  to  the  Valve  Motion,  Stephenson  Link  Gear.  .  34 

III.  Accidents  to  Cylinders,  Steam  Chests,  and  Pistons  ....  57 

IV.  Accidents  to  Guides,  Crossheads,  and  Rods "  68 

V.  Accidents  to  the  Valve  Motion,  Walschaerts  Radial 

Gear 79 

VI.  Accidents  to  Running  Gears 88 

VII.  Truck  and  Frame  Accidents 108 

VIII.  Boiler  Troubles 1 18 

IX.  Defective  Throttle  and  Steam  Connections  . 136 

X.  Defective  Draft  Appliances 139 

XI.  Injector  Troubles 144 

XII.  Accidents  to  Cab  Fixtures 157 

XIII.  Tender  Accidents 165 

XIV.  Miscellaneous  Accidents    168 

• 

XV.  Accidents  to  Compound  Locomotives 186 

XVI.  Tools  and  Appliances  for  Making  Engine  Repairs...  215 

XVII.  Locating  and  Remedying  Air-Brake  Troubles 229 

XVIII.  The  Pyle-National  Electric  Headlight 252 


LIST   OF    ILLUSTRATIONS. 


PAGE 

Fig.     i.     Valve    Stem    Clamp 18 

Fig.    2.     Method  of  Blocking  Crosshead  with  Four-Bar  Guides  20 

Fig.     3.     Method  of  Blocking  a  Laird  Crosshead 21 

F"ig.     4.     Method    of    Lashing    Blocking    for    Alligator    Cross- 
head    21 

Fig.     5.     Blocking  Ports  with  Valve  Removed 22 

Fig.    6.     Method  of  Blocking  Valve  with  Broken  Valve  Stem..  22 

Fig.     7.     Holding  Board  Over   Stuffing  Box 23 

Fig.     8.     Repairs  to  a  Broken  Packing  Box  Gland 25 

Fig.     9.     Closing  Stuffing  Box  when  the  Gland  is  Broken 26 

Fig.  10.     The  Tilting  Action  of  the  Yoke  on  the  Valve 29 

Fig.  ii.     Blocking  Piston  Valve  in  Central  Position  with  Wood 

at   Each   End 31 

Fig.  12.     Method  of  Blocking  Piston  Valve  with   Steam  Pres- 
sure   3- 

Fig.  13.     Stuffing  Box  Packed  with  Hemp  on   Top  of  Broken 

Ring 34 

Fig.  14.     Rocker  Arm  Tied  to  Frame  to  Clear  Link 37 

Fig.  15.     Link  Blocked  and  Held  by  Wood  Over  Link  Block..  38 
Fig.  16.     Link  Blocked  at  Top  and  Bottom  for  Broken  Lifting 

Shaft 40 

Fig.  17.     Blocking  for  Broken  Lower  End  of  Reverse  Lever  or 

Broken   Reverse   Lever   Fulcrum 42 

Fig.  18.     Blocking  for  Broken  Reverse  Lever 42 

Fig.  19.     Lashing  Lifting  Arm  to  Beam  Laid  Across  Frame...  43 

Fig.  20.     Clamping  Two  Eccentric  Rods  Together 45 

Fig.  21.     Location  of  Eccentrics  Relatively  to  the  Crank 46 

Fig.  22.     Side  Elevation  of  Link  Motion 50 

Fig.  23.    Application  of  Tram  to  Valve   Stem 52 

Fig.  24.     Measuring  Position  of  Link  Block  Relatively  to  Axle.  53 

Fig.  25.     Tramming  Driving  Wheel  to  Locate  the  Dead  Center  54 

Fig.  26.     Hydrostatic    Piston-Rod    Remover 57 

Fig.  27.     Method  of  Blocking  Port  for  Broken  Cylinder  Head.  58 
Fig.  28.     Method    cf    Blocking    Steam    Passages    with    Broken 

Steam    Chest    .                         63 


LIST  OF  ILLUSTRATIONS. 

PAGE 

Fig,  29.     Clamping  Board  Over  Port  with  Steam  Chest 64 

Fig.  30.     Blocking  of  Piston  with  Board  Inside  of  Cylinder....     68 

Fig.  31.     Method  of  Blocking  for  Broken  Driving  Axle 80 

Fig.  32.  Chaining  Underhang  Equalizer  When  Main  Driving 

Axle  is  Broken 80 

Fig.  33.  Holding  Up  Rear  End  of  Engine  With  Rails  Chained 
to  Frame  and  Tender  for  Broken  Rear  Driving 
Axle  or  Wheel... 80 

Fig.  34.     Blocking  up  Axle  with  Broken  Driving  \Vheels 82 

Fig.  35.  Blocking  Beneath  Spring  Stirrup  to  Relieve  Broken 

Driving  Box  Brass 85 

Fig.  36.  Striking  Piece  for  Equalizer  with  a  Cracked  Spring 

Plate  90 

Fig.  37.  Method  of  Blocking  Frame  with  Broken  Main  Driv- 
ing Spring  or  Hanger 90 

Fig.  38.  Blocking  for  Broken  Driving  Spring  of  Ten- Wheeled 

Engines  94 

Fig.  39.  Method  of  Chaining  Four- Wheeled  Truck  Frame  with 

a  Broken  Front  Axle 95 

Fig.  40.  Method  of  Chaining  Truck  Equalizer  on  Mogul  and 
Consolidation  Locomotives  with  Broken  Truck  or 
Truck  Axle  96 

Fig.  41.  Method  of  Chaining  Truck  Equalizer  on  Mogul  or 
Consolidation  Locomotives  with  Broken  Truck  or 
Truck  Axle  99 

Fig.  42.  Outline  of  Method  of  Blocking  Four-Wheeled  Truck 

with  Broken  Frame  100 

Fig.  43.  Method  of  Chaining  Four-Wheeled  Truck  with 

Broken  Spring  Hanger  101 

Fig.  44.  Method  of  Blocking  Engine  Truck  Frame  with  Broken 

Spring  103 

Fig.  45.  Method  of  Blocking  a  Mogul  or  Consolidation  Loco- 
motive with  a  Broken  Equalizer  105 

Fig.  46.  Method  of  Blocking  a  Mogul  or  Consolidation  Loco- 
motive with  a  Broken  Cross  Equalizer 105 

Fig.  47.  An  Alternative  Method  of  Blocking  a  Mogul  or  Con- 
solidation Locomotive  with  a  Broken  Cross 
Equalizer 106 

Fig.  48.  Pole  Sharpened  for  Plugging  Tube  and  Ready  for 

Insertion  m 


LIST  OF  ILLUSTRATIONS. 

PAGE 

Fig.  49.    A    Plugged    Tube 1 1 1 

Fig.  50.     The   Morgan   Tube    Stopper 112 

Fig.  51.     Lap   Seam    116 

Fig.  52.    A  Welt  Seam 1 16 

Fig.  53.     A    Bagged    Crownsheet 121 

Fig.  54.     Plate  Bolted  Over  Tee  Head  for  Broken  Steam  Pipe.  128 

Fig.  55.     The  Master  Mechanic's  Front  End 131 

Fig.  56.     Boarding  Used  to  Replace  Broken  Front  Casting....  132 

Fig.  57.     Section  of  Locomotive  Boiler  Pump 143 

Fig.  58.     The   Nathan   Cylinder   Lubricator 146 

Fig.  59.     The    Gollmar    Bell    Ringer 150 

Fig.  60.     Spliced    Tender    Hose 153 

Fig.  61,     Chained   up   Tender   Truck 154 

Fig.  62.     Common    Wrecking    Frog 160 

Fig.  63.    Wrecking  Wedges  for  Re-Railing  Wheels 160 

Fig.  64.     The   Alexander   Wrecking   Frog 161 

Fig.  65.     The   Cooke  Wrecking  Frog -. . .  162 

Fig.  66.  Section  of  Intercepting  Valve  of  the  Richmond  Two- 
Cylinder  Compound  Locomotive 175 

Fig.  67.     Section    of    By-Pass    Valve    of    Richmond    Compound 

Locomotive  in  Open  and  Closed  Position 180 

Fig.  68.  Plugged  By- Pass  Valve  of  Richmond  Compound  Loco- 
motive   182 

Fig.  69.     Intercepting    Valve    of    the     Schenectady    Compound 

Locomotive  when  Working  as  a  Simple  Engine 186 

Fig.  70.  Intercepting  Valve  of  the  Schenectady  Compound 
Locomotive  in  Position  for  Working  as  a  Com- 
pound    188 

Fig.  71.    Longitudinal  Section  of  Valve  of  Vauclain  Compound 

Locomotive     199 

Fig.  72.     Bracket  for  Supporting  Side  or  Main  Rods 204 

Fig.  73.     Lever  for  Holding  Side  and   Main  Rods 204 

Fig.  74.     Tongs  for  Removing  Oil  Box  Cellars ; 204 

Fig.  75.     Device   for  Lighting  Headlights 205 

Fig.  76.     Hydraulic    Bolt    Starter 206 

Fig.  77-    Cannon   Bolt   Starter 207 

Fig.  78.    Air  Ram  for  Removing  Bolts 208 

Fig.  79.     Common    Knots    and    Hitches 209 

Fig.  80.     Diagram  of  Frame  Weld 213 

Fig.  81.     Method  of  Strengthening  a  Cracked  Bridge 214 


LIST  OF  ILLUSTRATIONS. 

PAGE 

•Fig.  82.  Banded  Crank 215 

Fig.  83.  Strengthening  Crank,  with  Dove-tailed  Insert 215 


ILLUSTRATIONS   ADDED   TO   THE   FIFTH   REVISED 
AND    ENLARGED    EDITION. 

Pacific-Type  Passenger  Locomotive Frontispiece. 

Fig.  30  (A).  Mallet  Articulated  Compound  Freight  Locomotive 

with  Walschaerts  Valve  Gear 80 

Fig.  30  (B).  Detail  Parts  of  Walschaerts  Valve  Gear 82 

Figs.  30  (C),  and  30  (D).  Examples  of  the  Most  Common  Method 
of  Application  of  the  Walschaerts  Valve  Gear ; 
Showing  the  Difference  in  Eccentric  Location  and 
Upper  Connections  of  the  Combination  Lever  as 
between  Engines  with  Valves  of  Inside  Admis- 
sion and  Outside  Admission 85 

Fig.  56  (A).  The  Simplex  Locomotive  Injector 150 

Fig.  85.  Nine-and-Qne-Half-Inch  Air  Pump 230 

Fig.  85a.   Nine-and-One-Half-Inch  Air  Pump 231 

Fig.  86.  Pump  Governor 234 

Fig.  87.  Engineer's  Brake  Valve 239 

Fig.  88.  Diagrammatic  Arrangement  of  the  "ET"  Engine  and 

Tender-Brake  Equipment 246 

Fig.  89-89 (a).  The  Two  Most  Commonly  Used  Locations  for 
the  Engine  and  Dynamo  of  the  Locomotive  Electric 

Headlight 251 

Fig.  90.  Folder.     Sectional    Elevation    of    the    Pyle-National 
Electric    Headlight,    Engine    and    Dynamo,    With 

Lists  of  Detail  Parts 

Fig.  91.  Method    of    Smoothing    the    Commutator — Electric 

Headlight 258 

Fig.  92.  Rear  View  of  Lamp  and  Reflector — Electric  Head- 
light      259 


LOCOMOTIVE  BREAKDOWNS, 
EMERGENCIES,  AND  THEIR  REMEDIES. 


INTRODUCTION. 

Q.  What  are  the  first  duties  of  the  engineer  in  case  of, 
the  breakdown  upon  the  road? 

A.  The  first  thing  to  be  done  after  stopping,  is  to  see 
to  it  that  the  train  is  protected  by  flagmen  in  both  directions 
in  case  of  a  single  track  road,  and  in  the  rear  on  a  double 
track.  If  the  nature  of  the  accident  is  such  that  both  tracks 
of  a  double  track  road  are  in  any  way  obstructed,  flagmen 
should  be  sent  to  the  front  as  well  as  the  rear.  Should  the 
breakdown  be  one  that  is  likely  to  require  much  time  to  put 
the  engine  in  running  order,  word  should  be  sent  to  the 
nearest  telegraph  station,  flagging  a  passing  train  to  send 
the  message  if  necessary. 

The  next  thing  to  do  is  to  determine  the  character  of  the 
mishap  and  locate  the  damage ;  ascertaining  whether  it  will 
be  necessary  to  ask  for  outside  assistance,  and,  if  it  will  be, 
sending  to  the  nearest  telegraph  station  for  the  same  at 
once.  Finally,  work  should  be  started  immediately  to  put 
the  engine  in  condition  to  move.  There  is  almost  always 
something  that  can  be  done  before  outside  help  arrives  that 
will  facilitate  the  preparations  and  shorten  the  time  during 
which  the  disabled  engine  will  be  blocking  the  tracks. 

TI 


12  LOCOMOTIVE  BREAKDOWNS. 

Q.  Name  a  few  of  the  principal  troubles  that  are  to  be 
looked  for  on  a  locomotive. 

A.  The  troubles  experienced  in  every  day  service  on  loco- 
motives are  those  ordinarily  due  to  wear  and  tear  and  to 
bad  water  and  coal.  These  may  cause  the  valves  and  pistons 
to  leak  and  blow ;  the  moving  parts  of  the  machinery  to 
pound  while  in  motion;  the  draft  to  become  insufficient  to 
maintain  the  fire  at  the  proper  intensity  to  generate  a  suffi- 
cient quantity  of  steam;  the  injectors  to  fail  to  work,  and 
the  boiler  to  prime  or  foam. 

Q.  Are  any  of  the  troubles  named  above  dangerous  to 
the  operation  of  the  locomotive? 

A.  That  will  depend  upon  the  degree  to  which  the  defect 
has  been  allowed  to  advance.  In  the  case  of  a  blowing  valve 
or  piston  there  is  usually  little  danger  in  running,  provided 
that  it  is  due  to  simple  wear  and  not  to  a  broken  part. 
Where  the  pounding  is  light  there  may  be  no  immediate 
danger ;  but  this  defect  will  continually  increase  and,  whew 
it  is  allowed  to  become  excessive,  a  breakdown  may  be  the 
result.  Where  the  water  is  of  such  a  character  as  to  cause 
the  boiler  to  foam  or  prime  there  is  danger  that  water  may 
be  carried  over  to  the  cylinders  and  cause  a  breakage  there. 
A  poor  draft  may  merely  mean  a  delayed  train.  It  should 
always  be-  remembered,  however,  that  any  defect,  no  mat- 
ter how  slight,  may  be  the  direct  cause  of  greater  ones, 
which  may  result  in  a  breakdown  or  disaster. 

Q.  What  are  the  duties  of  the  engineer  in  regard  to 
these  classes  of  defects? 

A.     He  should  observe  them  closely  and,  in  case  they 


INTRODUCTION.  I3 

appear  to  indicate  a  dangerous  condition  of  affairs,  he 
should  stop  at  once  and  apply  the  proper  remedy.  Should 
there  be  no  apparent  danger  of  an  immediate  breakdown 
he  should  proceed  to  the  terminal  and  report  the  defect  to 
the  roundhouse  foreman  for  repairs. 

Q,  What. preparation  should  be  made  in  order  to  be  able 
to  deal  with  emergencies  and  accidents  rapidly  and  without 
hesitation? 

A.  In  the  first  place  the  engineer  should  familiarize 
himself  with  all  of  the  details  of  locomotive  construction 
and  especially  of  that  class  which  he  is  called  upon  to.  run. 
It  will  be  found  that  each  will  possess  some  peculiarity  of 
construction  that  will  make  it  necessary  to  modify  the  in- 
structions given  in  the  following  pages  to  a  greater  or  less 
extent.  This  will  be  especially  true  of  those  calling  for 
blocking  and  chaining  where  the  parts  are  closely  crowded 
together.  It  will  be  well,  then,  as  a  preparation  for  what 
may  happen,  to  go  over  the  particular  engine  in  detail  and 
see  what  can  and  must  be  done  in  the  case  of  a  breakdown 
of  any  individual  part.  This  will  be  a  particularly  valuable 
preparation  in  the  matter  of  fastening  and  chaining  in  con- 
nection with  the  springs,  driving  boxes  and  related  parts. 
In  short,  it  should  be  borne  in  mind  that  it  is  the  man  who 
has  worked  out  the  problem  in  advance  that  is  the  one  who 
is  ready  to  deal  with  an  emergency. 


CHAPTER   I. 
Valve  Defects. 

Q.     How  is  a  blow  in  a  valve  detected? 

A.  The  principal  difference  between  the  blowing  of  a 
valve  and  a  piston  in  the  cylinder  is  that  that  of  the  valve 
is  apt  to  be  the  more  steady  of  the  two.  There  is  also  a 
difference  in  the  sound  which  it  is  impossible  to  describe 
and  which  can  only  be  learned  by  actual  experience  on  an 
engine.  The  only  suggestion  that  can  be  made  is  that  a 
valve  blow  is  apt  to  have  a  suggestion  of  a  whistle  in  it, 
while  that  of  the  piston  partakes  more  of  the  nature  of  a 
roar.  This  sound  can  be  heard  more  distinctly  if  the  furnace 
door  is  open  than  if  it  is  closed. 

Q.  Is  an  intermittent  blow  a  sure  indication  that  it  is 
not  caused  by  a  valve? 

A.  No.  A  valve  sometimes  leaks  intermittently,  produc- 
ing a  corresponding  blow.  That  is  to  say,  it  may  not  leak 
at  all  points  of  its  travel,  or  it  may  become  tilted  at  some  one 
point,  thus  allowing  the  steam  to  blow  through.  This  latter 
usually  occurs  at  the  end  of  the  travel,  but  rarely  or  never 
happens  at  all  with  the  balanced  valves. 

Q.  Is  a  whistling  in  the  exhaust  a  certain  indication  of  a 
leaky  valve f 

A.  No.  If  the  exhaust  nozzles  or  passages  become 
clogged  or  gummed  with  oil  from  the  cylinder,  they  fre- 
quently produce  a  whistling  in  the  exhaust  that  closely 
resembles  the  sound  caused  b  a  leak  valve. 


1 6  LOCOMOTIVE  BREAKDOWNS. 

Q.  Having  determined  that  it  is  a  valve  that  is  causing 
the  blow,  how  can  it  be  located? 

A.  As  the  valve  blow  is  apt  to  be  continuous  no  indica- 
tion of  its  location  can  be  obtained  by  watching  the  effect 
of  crank  positions  on  the  sound.  The  test  can  best  be  ap- 
plied when  the  engine  is  at  rest.  Adjust  the  valve  motion 
so  that  the  rocker  arm  is  vertical  and  the  valve  is  in  its  mid 
position  and  then,  by  admitting  a  little  steam,  the  blow  can 
be  heard  quite  distinctly.  A  method  of  determination  while 
the  engine  is  in  motion,  is  to  go  out  upon  the  running  board 
while  it  is  moving  slowly  and  yet  working  hard  and  place 
the  foot  upon  the  valve  rod.  The  side  upon  which  the  blow 
takes  place  is  apt  to  tremble  and  show  signs  of  an  extra 
stress.  This,  however,  may  also  be  due  to  the  hard  run- 
ning of  the  valve  on  account  of  insufficient  lubrication. 
Still  another  means  is  to  place  the  engine  on  the  quarters 
successively,  open  the  throttle  a  very  little  and  move  the 
reverse  lever  to  and  fro.  The  leak  will  be  upon  that  side 
having  the  crank  pins  on  the  quarter  when  the  reverse 
lever  moves  with  the  greater  difficulty. 

Finally  the  same  principle  may  be  applied  while  the  en- 
gine is  in  motion,  by  unlatching  the  reverse  levers  and  hold- 
ing it  by  hand  when  moving  slowly  and  noticing  the  location 
of  the  cranks  when  a  distinct  jerk  takes  place.  The  blow 
will  usually  be  found  to  be  on  the  side  whose  cranks  were 
on  the  quarters  when  this  occurs. 

Q.     What  is  apt  to  be  the  first  indication  of  a  leaky  valve? 

A.  If  the  leak  is  due  to  a  broken  strip,  the  blow  may 
announce  itself  suddenly  and  with  full  force.  If  it  is  due  to 


VALVE  DEFECTS.  17 

wear  of  the  valve  face  or  seat  it  is  apt  to  come  on  gradually, 
increasing  from  day  to  day  with  the  abrasion  of  the  two 
parts  in  contact. 

Q.  What  is  the  characteristic  feature  of  a  blow  resulting 
from  a  leaking  piston? 

A.     It  is  apt  to  come  on  suddenly  and  is  intermittent. 

Q.     How  can  a  piston  blow  be  located? 

A.  Place  the  engine  with  the  cranks  on  the  quarter  suc- 
cessively and  with  the  reverse  lever  in  the  forward  notch 
start  the  throttle  slightly ;  taking  care  to  have  the  cylinder 
cocks  open.  If  steam  appears  at  both  cocks  of  the  piston 
whose  crank  is  on  the  quarter,  the  leak  is  on  that  side. 
Where  the  steam  appears  at  one  cock  only  the  piston  is  tight. 

Q.  If,  in  making  this  test,  steam  does  appear  at  both 
cylinder  cocks  is  it  a  positive  evidence  of  a  leaky  piston? 

A.  No.  It  may  be  due  to  a  broken  bridge  between  the 
ports  of  the  cylinder  casting,  which  would  allow  steam  to 
pass  through  from  the  steam  chest  or  ports  to  both  ends  of 
the  cylinder  at  once. 

Q.  How  can  it  be  ascertained  whether  the  blow  is  due  to 
this  cause  or  not? 

A.  By  testing  the  matter  with  the  reverse  lever  in  both 
forward  and  back  positions.  If  steam  appears  at  but  one 
cylinder  cock  with  the  lever  in  one  position  and  at  both 
cocks  when  in  the  other  it  is  a  sign  that  a  broken  bridge 
will  be  found  to  be  the  cause  of  a  blow. 

Q.  In  case  a  violent  and  steady  blow  is  suddenly  devel- 
oped to  what  can  it  probably  be  attributed? 

A.     To  a  breakage  of  a  valve,  or  a  portion  of  the  cylinder 


i8 


LOCOMOTIVE  BREAKDOWNS. 


casting  within  the  steam  chest,  or  to  some  of  the  valve 
connections,  such  as  yoke,  stem  or  packing  strips. 

Q.     What  should  be  done  under  these  circumstances? 

A.  Stop  at  once  and  ascertain  the  exact  cause,  by  remov- 
ing the  steam  chest  cover. 

Q.  In  case  it  is  found  that  a  bridge  has  been  broken  ivhat 
should  be  done? 

A.     If  the  valve  has  not  been  injured,  the  broken  pieces 


FIG.  i. — VALVE  STRM  CLAMP. 

of  the  bridge  should  be  removed  and  the  valve  clamped  in 
the  central  position  with  a  valve  stem  clamp  similar  to  that 
shown  in  Fig.  i.  It  consists  of  the  two  parts  A  A,  with  V 
notches  for  setting  down  over  the  valve  stem  and  bolts  for 
tightening  it  so  that  it  will  hold.  Each  is  also  provided  with 


VALVE  DEFECTS.  19 

an  extension  and  slotted  hole  for  setting  over  the  gland 
studs,  the  nuts  of  which  will  hold  it  in  the  proper  position. 
The  method  of  application  is  to  first  adjust  the  valve,  then 
slip  the  clamps  into  position  and  up  against  the  face  of  the 
gland.  Then  tighten  the  clamping  bolts,  after  which  the 
gland  nuts  can  he  run  home,  thus  firmly  fixing  the  valve  in 
the  position  in  which  it  is  placed. 

Before  fixing  the  valve  the  valve  rod  should  be  discon- 
nected from  the  rocker  arm  and  separated  from  the  valve 
stem.  As  this  disables  the  engine  on  one  side  the  other 
working  parts  should  be  disconnected  also. 

O.  How  is  an  engine  to  be  disconnected  in  case  of  a 
disabled  valve? 

A.  The  valve  rod  should  be  disconnected  from  the  rocker 
arm  as  already  stated  in  the  answer  to  the  previous  question. 
If  the  valve  rod  cannot  be  readily  removed,  it  should  be 
sprung  slightly  to  one  side  to  prevent  the  rocker  arm  from 
striking  it.  It  will  not  be  necessary  to  disconnect  the  link  or 
eccentric  rods. 

The  connecting  rod  should  be  taken  down,  and  the  cross- 
head  pushed  to  the  extreme  limit  of  its  stroke  and  then 
blocked  in  position.  As  a  general  statement,  it  may  be  said 
that  it  makes  no  difference  at  which  end  of  the  stroke  the 
crosshead  is  blocked,  but  on  some  consolidation,  mogul  and 
ten-wheeled  engines  the  crankpin  of  the  forward  driving 
wheel  will  not  clear  the  crosshead  with  the  latter  blocked 
at  the  back  end  of  its  stroke.  It  is  well,  therefore,  to  always 
block  the  crosshead  and  piston  at  the  extreme  front  end  of 
the  stroke. 


2O 


LOCOMOTIVE  BREAKDOWNS. 


Q.  How  is  the  crosshead  to  be  blocked  when  discon- 
necting? 

A.  In  case  of  a  crosshead  working  in  four-bar  guides, 
the  blocking  is  done  as  shown  in  Fig.  2.  The  crosshead  is 
pushed  with  the  piston  to  the  extreme  forward  end  of  the 
stroke  and  a  block  of  wood,  A,  is  inserted  between  the  guides 
completely  filling  the  space  between  the  back  end  of  the 
crosshead  and  the  guide  block.  The  block  is  itself  held  in 


FIG.  2. — METHOD  OF  BLOCKING  CROSSHEAD  WITH  FOUR-BAR 

GUIDES. 

place  by  lashing  or  wrought  iron  straps  B  bolted  to  either 
side  of  the  block  A  by  a  single  through  bolt. 

For  crossheads  of  the  Laird  type,  the  block  may  be  fitted 
against  the  bottom  of  the  guide  and  held  in  position  by 
lashing  or  by  straps  and  bolts  as  shown  in  Fig.  3. 

For  crossheads  of  the  alligator  type  working  between 
two  guides,  the  same  method  of  fastening  can  be  used  as  in 
Fig.  3.  Should  the  straps  and  bolts  not  be  available  for 
holding  the  block,  it  can  be  lashed  in  place  as  shown  in  Fig.  4. 

Q.     What  should  be  done  in  case  a  valve  is  broken? 

A.     In  case  the  valve  is  still  in  such  a  condition  that  it 


VALVE  DEFECTS. 


21 


can  be  used  to  cover  both  the  steam  ports,  set.it  in  the  cen- 
tral position  and  clamp  it  there  by  means  of  the  valve  stem 
clamp  (see  Fig.  i)  and  then  disconnect  one  side  (see  page 


FIG.  3. — METHOD  OF  BLOCKING  A  LAIRD  CROSSHEAD. 

19)  and  block  the  crosshead  (see  Figs.  2,  3,  and  4).     The 
engine  can  then  be  run  with  the  other  side. 

In  case  the  valve  is  so  badly  damaged  that  it  cannot  be 
used,  as  indicated,  the  ports  may  be  blocked  by  fitting  strips 
into  them  or  a  board  may  be  laid  over  the  whole  valve  seat 
as  in  Fig.  5  and  be  held  down  by  blocking  against  which 


FIG.  4. — METHOD  OP  LASHING  BLOCKING  FOR  ALLIGATOR 
CROSSHEAD. 

the  steam  chest  cover  is  made  to  bear,  thus  holding  the 
whole  in  position.  It  is  particularly  important  that  this 
board  have  a  bearing  all  round  the  inlet  passage  or  port  at  A 


22 


LOCOMOTIVE  BREAKDOWNS. 


so  as  to  prevent  the  admission  of  steam  to  the  steam  chest. 
The  valve  is,  of  course,  to  be  removed  and  the  engine  discon- 
nected as  before. 

Q.  What  should  be  done  in  case  of  a  broken  valve  stem 
or  yoke? 

A.  The  engine  must  be  disconnected  and  the  crosshead 
blocked  (see  pages  19  and  20). 

If  the  valve  stem  is  broken  outside  the  steam  chest  the 


FIG.  5. — BLOCKING  PORTS  WITH  VALVE  REMOVED. 


FIG.  6. — METHOD  OF  BLOCKING  VALVE  WITH  BROKEN 
VALVE  STEM. 

valve  should  be  put  in  the  central  position  and  clamped  by 
means  of  the  valve  stem  clamp  (see  page  18). 

If  the  stem  is  broken  inside  the  steam  chest,  it  will  be 
necessary  to  block  the  valve.  This  is  done  by  fitting  blocks 
of  wood  as  shown  in  Fig.  6  in  at  the  front  and  back  of  the 


VALVE  DEFECTS.  23 

valve,  between  it  and  the  steam  chest,  thus  holding  it  in  the 
central  position.  If  it  is  an  unbalanced  valve  it  can  be  held 
down  by  blocking  bearing  against  the  steam  chest  cover.  A 
balanced  valve  will  need  no  such  blocking. 

In  case  of  a  valve  stem  or  yoke  thus  broken  within  the 
steam  chest,  the  removal  of  the  same  will  leave  an  opening 
through  the  stuffing  box.  This  must  be  closed  and  it  can  be 
done  by  means  of  a  thin  piece  of  board  held  against  the  out- 


m   «• 


FIG.  7. — HOLDING  BOARD  OVER  STUFFING  Box. 

side  of  the  opening  with  the  gland  studs  and  nuts,  as  shown 
in  Fig.  7. 

Q.  Plow  can  a  broken  valve  stem  or  yoke  be  detected 
and  located? 

A.  The  engine  should  be  placed  upon  the  quarter  and 
the  cylinder  cocks  opened.  Then  admit  a  little  steam  to  the 
steam  chest  and  move  the  reverse  lever  backwards  and  for- 
wards. If  steam  does  not  escape  alternately  from  the  two 


24  LOCOMOTIVE  BREAKDOWNS. 

cocks  the  stem  or  yoke  will  probably  be  found  to  be  broken. 
In  case  one  side  is  all  right,  put  the  other  crank  on  the 
quarter  and  repeat  the  test. 

Q.  How  can  a  broken  packing  strip  of  a  valve  be  de- 
tected? 

A.  When  a  packing  blows,  a  great  deal  if  not  all  of  the 
balance  will  be  lost.  This  causes  the  valve  to  work  hard. 
The  best  method  of  locating  or  detecting  it  is  to  lay  out  on 
the  running  board  and  grasp  the  valve  stem  in  the  hand.  It 
will  be  found  that  the  one  with  the  broken  packing  strips 
will  be  working  with  very  much  greater  resistance  than  the 
one  in  proper  condition,  and  can  be  readily  detected  by  the 
feeling.  This  work  cannot  very  well  be  done  when  the 
engine  is  at  rest,  although  it  is  possible  to  do  it  by  setting 
the  engine  on  the  quarters  successively,  admitting  a  little 
steam  to  the  steam  chest  and  having  an  assistant  move  the 
reverse  lever  to  and  fro  while  the  inspector  holds  a  hand  on 
the  valve  stem. 

The  trouble  that  may  be  experienced  with  this  method  is 
that  the  loss  of  balance  for  the  valve  may  cause  it  to  move 
with  such  difficulty  that  the  reverse  lever  cannot  be  operated. 
(See  also  page  26.) 

Q.  If  a  valve  stem  or  piston  rod  gland  is  broken  what 
should  be  done? 

A.  If  the  gland  breaks  in  two  so  that  it  is  parted  through 
the  body,  it  is  usually  possible  to  repair  it  by  wrapping  the 
part  outside  the  stuffing  box  with  wire  and  then  using  a 
piece  of  board  to  push  it  into  position  with  a  steady  press- 
ure as  shown  in  Fig.  8.  In  case  a  lug  only  is  broken  off,  the 


VALVE  DEFECTS.  25 

piece  of  board  put  into  position,  as  illustrated,  will  serve  to 
bring  the  gland  home.  It  must,  of  course,  be  cut  open  on 
one  side  as  shown  at  A,  in  order  to  set  over  the  stem  or 
piston  rod  without  necessitating  the  removal  of  the  same 
from  its  position. 

Another  method  that  may  be  used,  especially  upon  the 
left  side  where  the  escaping  steam  will  not  be  a  serious  in- 
convenience to  the  engineer,  is  to  remove  a  portion  of  the 
packing  so  as  to  allow  the  gland  to  enter  its  full  length  into 


FIG.  8. — REPAIRS  TO  A  BROKEN  PACKING  Box  GLAND. 

the  stuffing  box,  and  to  hold  it  there  by  screwing  down 
tight  with  one  stud.  This,  of  course,  can  only  be  done  when 
at  least  one  lug  and  stud  are  left  in  good  condition  and  the 
body  of  the  gland  is  uninjured. 

In  case  both  studs  are  broken  and  the  gland  fractured 
beyond  the  possibility  of  repairing,  the  stuffing  box  can  still 
be  kept  tight.  Cut  a  piece  of  board  like  that  shown  at  A 
in  Fig.  8,  and  after  packing  the  stuffing  box  full  of  waste  or 
packing,  hold  this  board  over  the  opening  by  means  of  a 
brace  or  braces  as  shown  in  Fig.  9.  These  may  be  two 


26 


LOCOMOTIVE  BREAKDOWNS. 


pieces  of  plank  or  one  with  the  notch  cut  out  to  span  the 
piston  rod,  and  guides  if  necessary,  and  held  in  place  by  a 
piece  of  bell-cord  running  to  a  brace  laid  across  the  front 
cylinder  head  or  front  end  of  the  steam  chest,  and  tightened 
with  a  tourniquet,  or  a  twist  in  the  doubled  cord.  This  last 
method  is  rather  clumsy  in  appearance  but  can  be  made  to 


FIG.  9. — CLOSING  STUFFING  Box  WHEN  THE  GLAND  is 
BROKEN. 


answer,  besides  being  readily  applied,  since  it  should  not 
take  more  than  fifteen  minutes  to  do  the  work. 

Q.     What  is  a  dry  valve  and  hovv  can  it  be  located? 

A.  A  dry  valve  is  one  that  has  not  received  the  proper 
amount  of  lubrication. 

It  can  be  located  in  exactly  the  same  manner  as  a  broken 
packing  strip.  In  addition  to  this  it  will  be  found  that, 
when  the  engine  is  in  motion,  there  will  be  a  decided  jerk 
to  the  reverse  lever  when  the  crank,  upon  the  side  where 
the  dryness  exists,  passes  the  top  or  bottom  quarter.  By 


VALVE  DEFECTS.  27 

noting  the  point  at  which  this  jerk  takes  place  the  side  can 
be  located. 

Q.     What  is  a  cocked  valve  and  how  is  it  remedied? 

A.  A  cocked  valve  is  caused  by  the  valve  lifting  from 
its  seat  and  becoming  so  cramped  in  the  yoke  that  it  cannot 
return  to  its  proper  position.  It  is  usually  caused  by  the 
yoke  being  made  too  tight.  It  generally  takes  place  after 
steam  has  been  shut  off  and  at  the  time  of  making  a  stop. 

When  starting  again  the  trouble  manifests  itself  by  a 
roaring  and  blow  such  as  would  be  occasioned  by  a  broken 
bridge,  and  may  easily  be  mistaken  for  such  a  defect.  The 
remedy  to  be  applied  is  to  jerk  the  reverse  lever.  This  pro- 
duces a  jar  at  the  yoke  which  will  usually  loosen  the  valve 
and  allow  it  to  drop  back  into  position. 

Q.  Hoiv  can  the  general  location  of  valve  motion  defects 
be  determined? 

A.  By  opening  the  cylinder  cocks  and  watching  the 
escape  of  steam  while  the  engine  is  in  motion.  It  should  be 
noted  that,  when  the  engine  is  running  forward,  steam  should 
escape  from  the  forward  cylinder  cock  during  the  backward 
stroke  of  the  piston  and  out  of  the  back  cylinder  cock  dur- 
ing the  forward  stroke  of  the  piston.  Any  variation  from 
this  indicates  that  there  is  something  wrong  and  also  the 
side  where  the  trouble  will  be  found. 

Q.  When  the  valves  and  the  valve  motion  are  in  good 
condition  what  should  be  the  character  of  the  exhaust? 

A.  It  should  take  place  at  uniform  intervals  of  time  and 
each  blast  should  be  of  equal  intensity. 

Q.     What  does  a  variation  from  this  condition  indicate 


28  LOCOMOTIVE  BREAKDOWNS. 

and  does  it  rtcessarily  indicate  a  serious  condition  of  affairs? 

A.  It  indicates  that  there  is  some  defect  either  in  the 
valve  motion  or  the  related  parts,  but  does  not  necessarily 
mean  that  the  engine  needs  immediate  attention  or  that  there 
is  any  serious  loss  in  the  efficiency  of  its  operation. 

Q.  What  are  some  of  the  causes  that  may  produce  this 
inequality  in  the  intensity  or  the  timing  of  the  exhaust? 

A.  They  may  be  almost  any  defect  related  to  the  valve 
motion.  The  most  common  cause  is  one  that  is  irremediable 
except  by  a  reconstruction  of  the  valve  motion  and  is  due  to 
inherent  defects  of  design.  The  link  motion  forms  a  very 
delicate  combination  that  must  be  adjusted  with  the  utmost 
accuracy  or  the  defect  will  manifest  itself  in  the  "square- 
ness" of  the  exhaust.  Other  accidental  phenomena  are 
bent  main  driving  axles,  slipped  eccentrics,  loose  eccentric 
straps,  bent  eccentric  rods,  bent  or  loose  rockers,  bent  valve 
stems,  loose  valves,  inequality  in  the  size  of  steam  passages, 
unequal  travel  of  the  valve,  clogged  exhaust  nozzles,  holes, 
worn  in  the  petticoat  pipe  and  exhaust  nozzles  not  in  proper 
alignment  with  the  stack. 

Q.  How  can  the  general  condition  of  the  valves  be 
tested? 

A.  The  engine  may  be  placed  on  the  quarters  and  the 
wheels  blocked.  The  reverse  lever  is  then  so  adjusted  that 
the  rocker  arm  stands  vertically.  The  cylinder  cocks  are 
open  and  a  little  steam  is  admitted  to  the  steam  chest.  In 
this  position  no  steam  should  escape  from  the  cylinder  cocks. 
If  any  does  escape  it  indicates  that  there  is  a  leak. 

It  sometimes  happens  that  a  valve  will  be  tight  in  its  cen- 


VALVE  DEFECTS. 


29 


tral  position  and  leak  at  the  end  of  the  stroke.  In  making 
the  above  examination  it  is  well  to  move  the  reverse  lever 
so  as  to  change  the  position  of  the  valve,  but  still  not  enough 
to  uncover  the  ports. 

Q.  How  does  wear  ordinarily  take  place  on  valves  and 
seats? 

A.  The  average  tendency  is  for  the  valve  to  wear  convex 
and  the  seat  concave.  This  may  be  due  to  a  variety  and 


FIG.  10. — THE  TILTING  ACTION  OF  THE  YOKE  ON  THE 
VALVE. 

combination  of  causes.  The  lip  of  the  valve  projects  be- 
yond the  line  of  the  yoke  and  the  looseness  of  the  latter  has 
a  tendency  to  tilt  the  valve  as  shown  in  Fig.  10.  This 
throws  an  extra  pressure  upon  the  edges  of  the  valve  tending 
to  wear  it  convex.  The  tendency  to  wear  the  seats  con- 
cave is  probably  due,  to  a  great  extent,  to  the  practice  of 
working  the  engine  upon  the  road  with  a  reduced  throw, 
thus  giving  more  wear  to  the  center  of  the  seat  than  to  the 


30  LOCOMOTIVE  BREAKDOWNS. 

ends.  This  causes  a  slight  concave  wear  and,  when  the 
valve  is  again  thrown  into  full  gear  and  its  maximum  travel, 
the  ends  travel  up  on  the  unworn  portions  of  the  valve  seat, 
with  an  increased  pressure  per  square  inch  of  surface,  and 
are  worn  away  leaving  a  convex  contour. 

Q.  When  the  valves  and  scats  become  so  worn  that  they 
are  leaky  ivhat  should  be  done? 

A.  The  valves  should  be  removed  and  planed  to  a  smooth 
flat  surface,  and  the  valve  seats  be  refaced.  This  latter 
can  be  done  with  a  portable  rotary  planer  which  may  be 
clamped  into  position  on  top  of  the  cylinder  when  the  steam 
chest  has  been  removed.  When,  by  repeatedly  facing  it,  the 
valve  seat  has  been  worn  away  entirely  a  false  one  may  be 
put  in,  and  thus  avoid  the  necessity  of  sacrificing  the  cylin- 
der casting. 

Q.  What  is  the  cause  of  piston  valves  sticking  and  jerk- 
ing the  reverse  lever? 

A.  It  may  be  due  to  the  valves  running  dry  as  with  the 
flat  valve,  or  to  an  inequality  of  expansion  between  the  valve 
and  its  case.  If  the  valve  is  turned  to  a  snug  fit  and  is 
made  light  the  admission  of  live  steam  to  its  surfaces  will 
cause  it  to  heat  and  expand  more  rapidly  than  will  the 
heavier  casting  forming  the  steam  chest.  When  this  occurs 
the  valve  will  be  apt  to  catch  and  bind,  a  condition  that  may 
prevail  when  the  engine  is  started  quickly  after  a  long  period 
of  rest. 

Q.  In  case  a  piston  valve  becomes  disabled,  how  should 
it  be  tested?. 

A.     The  piston  valve  may  be  handled,  in  every  way,  in  the 


VALVE  DEFECTS.  31 

same  manner  as  the  flat  valve.  If  it  is  to  be  blocked  in  the 
central  position,  the  work  may  be  done  by  clamping  the 
valve  stem  as  described  in  the  answer  on  page  18.  If  it 
is  to  be  blocked  with  wood  on  the  inside,  a  piece  fitted  in  at 
each  end  and  bearing  against  the  heads  of  the  steam  chest,  as 
shown  in  Fig.  n,  will  hold  the  valve  in  any  desired  position. 

When  this  kind  of  blocking  is  to  be  done  the  best  way  is 
to  remove  both  steam  chest  heads,  set  the  valve  in  the  cen- 
tral position,  and  fit  in  blocks  that  will  just  bear  against  the 
heads  and  the  valve. 

If,  however,  it  is  definitely  known  whether  the  valve  has 


FIG.  ii. — BLOCKING  PISTON  VALVE  IN  CENTRAL  POSITION 
WITH  WOOD  AT  EACH  END. 


inside  or  outside  admission  a  shorter  plan  may  be  followed. 
Push  the  valves  against  the  front  head  and  clamp  'it  in  that 
position.  This  will  permit  the  cylinder  to  be  filled  with 
steam,  which  will  hold  the  piston  against  one  head.  Discon- 
nect the  main  rod  and  push  the  piston  to  that  end  of  the 
cylinder  where  the  steam  will  tend  to  hold  it  and  block  it 
there  (see  page  20).  This  is  shown  in  Fig.  12,  where  the 
mottled  surface  indicates  the  live  steam. 

This  method  must  not  be  followed,  however,  unless  a  per- 


32  LOCOMOTIVE  BREAKDOWNS. 

feet  certainty  exists  as  to  the  construction  and  action  of  the 
valve. 

Q.  Is  there  any  tendency  on  the  part  of  piston  or  Hat 
slide  valves  to  move  in  the  steam  chest  that  makes  it  neces- 
sary to  block  them  when  the  engine  is  disabled? 

A.  No.  The  steam  pressure  upon  a  flat  valve  merely 
tends  to  hold  it  firmly  to  its  seat,  while  the  piston  valve  is 
supposedly  perfectly  balanced  and  has  no  tendency  to  move. 
It  is  unsafe,  however,  to  trust  to  this  as  the  jarring  due  to 
the  motion  of  the  engine  when  running,  may  serve  to  move 


FIG.  12. — METHOD  OF  BLOCKING  PISTON  VALVE  WITH 
STEAM  PRESSURE. 

the  valve,  or  the  diameters  of  the  piston  valve  may  be  such 
as  to  cause  an  inequality  of  pressure  and  a  tendency  to  move. 
Under  no  circumstances,  then,  should  an  engine  with  a  dis- 
abled valve  be  moved  by  its  own  steam  without  first  block- 
ing the  same. 

Q.  If,  when  an  engine  is  disconnected  and  the  valrc 
blocked  in  position,  it  is  found  that  steam  leaks  into  the  cylin- 
der through  the  blocked  valve,  what  should  be  done? 

A.  The  cylinder  cock  at  the  end  of  the  cylinder  at  which 
the  piston  is  blocked  should  be  removed.  This  permits  the 


VALVE  DEFECTS.  33 

steam  to  escape  and  does  away  with  any  tendency  to  move  it 
away  from  that  position.  It  will  be  better  to  leave  the  other 
cylinder  cock  in  place,  as  steam  in  that  end  of  the  cylinder 
will  assist  in  holding  the  piston  in  its  blocked  position. 

Q.  What  unit  be  the  effect  and  what  should  be  done  if 
the  lip  at  one  edge  of  the  main  valve  is  broken? 

A.  The  effect  will  be  the  same  as  though  the  outside 
lap  of  the  valve  had  been  removed  on  that  side.  This  causes 
a  later  cut-off  for  any  given  travel  of  the  valve,  besides 
giving  a  wider  port  opening.  The  result  on  a  locomotive 
will  be  that,  with  the  link  in  full-gear,  the  broken  edge  of 
the  valve  may  travel  so  far  as  to  uncover  the  exhaust  port 
and  thus  permit  the  live  steam  of  the  chest  to  blow  into 
the  former  and  out  at  the  stack,  while  it  may  or  may  not 
cover  the  port  at  the  end  of  its  stroke.  The  course  to  be 
followed  will  depend  upon  the  extent  of  the  break.  The 
blowing  of  steam  out  at  the  exhaust  may  be  prevented  by 
shortening  the  travel  by  hooking  up  the  link,  so  that  it  may 
"be  possible  to  continue  running  with  no  other  change. 
Should  the  port  not  be  closed  the  cylinder  cocks  must  be 
kept  open.  Of  course  the  steam  chest  cover  must  be  taken 
off  to  ascertain  the  amount  of  damage,  and  remove  the 
broken  part  lest  it  catch  in  the  valve  or  ports  and  wreck  the 
cvlinder. 


CHAPTER  II. 
Accidents  to  the  Valve  Motion. 

Q.  If  the  rings  of  metallic  piston-rod  or  valve-stem  pack- 
ing are  broken,  hozu  can  the  trouble  be  remedied? 

A.  The  gland  should  be  removed  and  the  broken  rings 
taken  out  of  the  stuffing  box.  If  any  are  in  good  condition, 
as  some  will  usually  be,  they  should  be  left  in  position.  If 
all  are  broken  select  the  least  damaged  one  and  put  it  in  at 


FIG.  13. — STUFFING  Box  PACKED  WITH  HEMP  ox  TOP  OF 
BROKEN  RING. 

the  bottom.  The  space  previously  occupied  by  the  rings 
removed  should  then  be  filled  with  a  fibrous  packing,  as  in 
Fig.  13.  For  this  purpose  it  is  possible  to  use  hemp  or 
other  packing,  wicking,  strips  of  cloth,  or  waste.  The  box 
packed  in  this  way  should  be  covered  with  the  gland  and 
may  be  run  for  a  long  time  in  that  condition  if  the  work  is 

34 


ACCIDENTS  TO  THE  VALVE  MOTION.  35 

well  done.  The  principal  precautions  to  be  taken  are  that 
the  packing  is  not  put  in  too  tightly  but  in  such  a  way  that 
it  will  preserve  a  certain  amount  of  elasticity,  and  should  be 
thoroughly  saturated  with  oil. 

Q.     What  should  be  done  in  case  a  rocker  arm  is  broken? 

A.  If  it  is  the  upper  arm  that  is  broken  the  piece  should 
be  disconnected  from  the  valve  stem  and  the  valve  clamped 
in  the  central  position  as  described  in  the  answer  ^on  page  18. 
The  main  rod  should  then  be  taken  down  and  the  crosshead 
blocked  (see  page  20).  There  will  be  no  necessity  of  taking 
down  any  more  of  the  valve  motion,  and  the  engine  can  be 
run  under  steam  with  the  other  side. 

If  it  is  the  lower  arm  that  is  broken  proceed  in  the  same 
way  and  disconnect  the  fractured  piece  from  the  link  block, 
unless  it  is  evident  that  it  can  hang  down  and  swing  clear  of 
all  other  parts  when  the  engine  is  in  motion.  The  better 
way,  however,  is  to  remove  it. 

Q.  When  an  upper  rocker  arm  is  broken  hoiv  can  the 
z'afoe  be  brought  to  and  set  in  its  central  position? 

A.  Ordinarily  this  is  done  by  placing  the  rocker  arm  in 
its  vertical  position,  but,  when  there  is  no  arm  to  so  place, 
the  one  on  the  opposite  side  of  the  engine  should  be  so  ad- 
justed and  a  measurement  taken  of  the  distance  from  the 
face  of  the  steam  chest  to  some  well-marked  point  on  the 
valve  stem,  such  as  the  rocker  arm  pin  hole  or  the  key.  The 
parts  on  the  disabled  side  can  then  be  set  to  the  same  meas- 
urements and  clamped  in  position. 

Care  should  be  taken  to  measure  from  the  face  of  the 
steam  chest  and  not  from  the  gland  as  the  location  of  the 
latter  is  apt  to  vary. 


36  LOCOMOTIVE  BREAKDOWNS. 

Q.  What  should  be  done  in  the  case  of  a  broken  rocker 
box? 

A.  This  will  depend  to  a  great  extent  upon  the  nature 
of  the  break.  If  the  box  is  in  such  shape  that  it  can  be  re- 
moved, it  will  be  best  to  do  so,  disconnecting  the  rocker 
arm  from  the  link  block  and  the  valve  stem,  clamping  the 
valve  in  the  central  position  (page  18),  taking  down  the  main 
rod  and  blocking  the  crosshead  (page  20). 

If  the  rocker  box  cannot  be  readily  removed,  take  down 
the  eccentric  rods  and  straps ;  clamp  the  valve  and  treat  the 
main  rod  and  crosshead  as  indicated  above. 

Should  the  box  be  so  broken  that  it  cannot  hold  the  rocker 
arm  firmly  in  position,  the  latter  should  be  disconnected  and 
removed. 

Q.     What  should  be  done  in  case  a  rocker  pin  breaks? 

A.  If  it  is  the  upper  pin  the  trouble  should  be  treated  in 
the  same  way  as  though  it  were  a  broken  valve  stem  (see 
page  22). 

If  the  lower  pin  breaks  the  upper  pin  should  be  removed 
and  the  rocker  arm  turned  to  the  front  or  back  as  far  as  it 
will  go  and  an  examination  made  to  see  that  it  will  clear  the 
link  in  all  positions  of  the  latter.  If  it  will,  it  may  be  tied 
there,  as  in  Fig.  14,  and  the  valve  clamped  (page  18),  the 
main  rod  taken  down  and  the  crosshead  blocked  (page  20). 

In  case  the  rocker  will  not  clear  the  link,  it  should  be  tied 
where  it  will  be  the  least  in  the  way,  and  the  eccentric  rods 
and  straps  removed ;  the  other  work  being  done  as  before. 

Or,  while  it  will  be  usually  quite  impossible  to  obtain  a 
bolt  that  will  exactly  fill  the  hole  in  the  arm  or  valve  rod, 


Ac'CIDENTS    TO    THE    VALVE    MOTION. 


37 


it  will,  however,  sometimes  be  possible  to  procure  one  that 
will  nearly  do  so,  and  by  wedging  about  it  with  hard  wood, 
to  hold  it  steady,  such  a  bolt  may  be  made  to  do  the  work 
required  in  order  to  run  the  train  to  destination.  The  opera- 
tion of  such  a  bolt  may  be  to  somewhat  injure  the  bushing 
with  which  it  comes  in  contact,  and  the  valve  itself  will  not 
be  moved  exactly  as  it  should  be  on  account  of  the  lost  mo- 


FIG.  14. — ROCKER  ARM  TIED  To  FRAME  TO  CLEAR  LINK. 


tion  of  the  parts,  but  this  is  of  minor  importance  in  compari- 
son with  the  movement  of  the  train,  or  the  blocking  of  the 
tracks.  This  latter  remedy  is  more  readily  applied  and  is 
preferable  to  the  one  first  suggested. 

Q.     What  should  be  done  if  a  link  becomes  broken? 

A.  Remove  the  broken  link  and  take  down  the  eccentric 
rods  and  straps,  The  valve  must  be  clamped  (page  18),  the 


38  LOCOMOTIVE  BREAKDOWNS. 

main  rod  taken  down  and  the  crosshead  blocked  (page  20). 
It  will  not,  however,  be  necessary  to  disconnect  the  valve 
rod  from  the  rocker  arm. 

Q.  What  should  be  done  in  case  of  the  breakage  of  the 
link  block? 

A.  The  part  should  be  removed  and,  after  disconnecting 
the  upper  end  of  the  rocker-arm  from  the  valve-rod,  an 


FIG.  15. — LINK  BLOCKED  AND  HELD  BY  WOOD  OVER 
LINK  BLOCK. 

examination  should  be  made  and  the  whole  treated  in  the 
same  manner  as  in  the  case  of  a  broken  lower  rocker  pin 
(page  36). 

Q.  What  should  be  done  when  a  link  saddle  or  saddle  pin 
breaks? 

A.  The  link  hanger  should  be  removed,  and  the  link 
lifted  as  high  as  it  is  desired  to  cut  off  and  blocked  on  the 
link  block,  as  shown  in  Fig.  15.  The  wooden  block  A 


ACCIDENTS  TO  THE  VALVE  MOTION.  39 

should  be  fitted  tightly  into  position  and  may  be  held  by 
light  straps  with  a  single  bolt,  although  these  will  not  be 
necessary. 

When  in  this  position  the  engine  can  be  run  forward  but 
it  should  not  be  reversed  as,  in  that  case,  the  disabled  side 
would  be  in  the  forward  motion  while  the  other  would  be 
in  the  backward. 

Q.     W hat  should  be  done  when  a  link  hanger  breaks? 

A.  Remove  the  broken  part,  and  block  the  link  in  the 
same  way  and  observe  the  same  precautions  as  in  the  case 
of  a  broken  saddle  pin  of  the  previous  question. 

Q.  When  It  becomes  necessary  to  block  up  the  link  for 
any  reason,  as  in  the  case  of  a  broken  link  hanger,  is  there 
any  objection  to  moving  the  other  link  by  raising  or  lowering 
it? 

A.  There  is  no  objection  to  raising  the  link  on  the  side 
that  has  not  been  disabled,  but  it  must  not  be  lowered  beyond 
the  point  corresponding  to  that  at  which  the  disabled  link 
has  been  blocked,  because  in  most  engines  the  link  hanger 
is  so  short  that  the  link  just  clears  the  end  of  the  tumbling 
arm,  and  if  this  is  lowered  beyond  the  point  corresponding 
to  that  at  which  the  link  is  blocked,  the  two  parts  will  be  apt 
to  strike  and  cause  a  more  serious  breakage  than  that  which 
has  already  taken  place. 

Q.    How  should  a  broken  lifting  arm  be  treated? 

A.  Remove  the  link  hanger  and  treat  the  combination  in 
exactly  the  same  way  as  for  a  broken  hanger  (see  second 
question  preceding). 

Q,  What  should  be  done  in  case  a  lifting  shaft  or  its 
bracket  is  broken? 


4°  LOCOMOTIVE  BREAKDOWNS. 

A.  In  remedying  this  accident,  the  engine  will  be  put  into 
such  a  condition  that  it  will  be  impossible  to  reverse  it. 

First  disconnect  the  link  hangers  and  reach  rod  and  remove 
the  lifting  shaft.  Then  fit  a  block  into  the  link  slots  on  top* of 
the  link  blocks,  as  shown  in  Fig.  15,  so  that  the  valves  will  cut 
off  at  the  proper  point  for  hauling  the  train.  In  addition  to  this 
fit  a  block  beneath  the  link  block,  as  in  Fig.  16,  to  prevent  slip. 
The  engine  can  then  be  run  forward  and  haul  its  train. 


FIG.  1 6. — LINK  BLOCKED  AT  TOP  AND  BOTTOM  FOR  BROKEN 
LIFTING  SHAFT. 

Q.     What  should  be  done  with  a  broken  link  extension  rod? 

A.  This  is  the  rod  sometimes  used  to  connect  the  link  block 
and  rocker  arm  where  it  is  not  possible  to  bring  them  together. 
When  such  a  rod  breaks,  it  should  be  removed,  the  valve  clamped 
in  the  central  position  (page  18),  the  main  rod  disconnected, 
and  the  crosshead  blocked  (page  20). 

Q.     What  should  be  done  with  a  broken  reach  rod? 

A.  Cut  one  block  of  the  right  length  and  secure  it  in  the  up- 
per end  of  one  link,  above  the  link  block,  as  shown  in  Fig.  15, 


ACCIDENTS  TO  THE  VALVE  MOTION.  41 

so  the  valve  will  cut  off  at  half  stroke.  Do  not  block  the  other 
link,  as  it  will  be  carried  in  the  same  relative  position.  If  both 
links  were  blocked  only  one  of  them  could  carry  the  combined 
weights  at  a  time,  and  the  constant  alternation  and  shifting 
of  the  load  would  be  dangerous,  and  likely  to  cause  the  blocks  to 
become  broken  or  pounded  out  of  place.  Through  the  reversing 
shaft  and  lifting  arms  any  vertical  movement  of  one  link  is 
conveyed  to  the  other  one,  and  time  and  safety  are  conserved  by 
remembering  this.  It  is  a  good  idea,  too,  in  the  presence  of 
this  trouble  to  cut  another  block  long  enough  to  elevate  the 
link  as  high  as  it  will  carry,  to  be  used  in  case  it  may  become 
necessary  to  back  up  at  any  time. 

Q.     What  is  the  remedy  in  case  oj  a  broken  reversing  arm? 

A.     Apply  the  same  remedy  as  for  a  broken  reach  rod. 

Q.  Suppose  the  reverse  lever  should  break;  what  should  be 
done? 

A.  You  can  use  the  remedy  as  in  case  of  broken  reversing 
arm  or  reach  rod;  but  if  the  break  occurs  below  the  reach  rod 
connection  the  lifting  shaft  should  first  be  blocked  so  as  to  lift 
the  links  into  the  desired  running  position;  this  takes  the  load 
off  the  reverse  lever.  The  reverse  lever  latch  should  then  be 
put  in  the  proper  notch  and  fastened,  so  that  it  cannot  be  lifted 
out  either  by  its  own  motion  or  the  lifting  of  the  reverse  lever. 
The  lower  end  of  the  lever  should  then  be  securely  blocked  in  po- 
sition; this  can  be  done,  usually,  by  fitting  braces,  as  shown  in 
Fig.  17. 

.  If  the  lever  is  broken  above  the  reach  rod  connection,  the 
same  method  may  be  followed  except  that  the  latch  will  be  use- 
less and  as  the  lower  end  of  the  reverse  lever  will  be  held  by 
its  own  fulcrum  the  bracing  will  hold  the  npper  end.  The  latter 
condition  is  illustrated  in  Fig.  18, 


42         LOCOMOTIVE  BREAKDOWNS. 

When  the  reverse  lever  has  been  firmly  braced  in  position, 
the  blocking  for  the  lifting  shaft  should  be  removed. 

When  the  construction  of  the  engine  is  such  that  the  lift- 
ing shaft  can  be  blocked  in  position  without  interfering  with 


FIG.  17. — BLOCKING  FOR  BROKEN  LOWER  END  OF  REVERSE 
LEVER  OR  BROKEN  REVERSE  LEVER  FULCRUM. 


FIG.  1 8,— BLOCKING  FOR  BROKEN  REVERSE  LEVER, 


ACCIDENTS  TO  THE  VALVE  MOTION.  43 

the  free  movement  of  the  eccentric  rods,  such  blocking  can  be 
used  and  that  of  the  reverse  lever  dispensed  with.  Such  a 
condition  is  shown  in  Fig.  19,  where  it  is  possible  to  lay  a 
plank  across  the  top  of  the  frames  and  lash  it  both  to  these 
parts  and  the  lifting  arms. 

Under  these  circumstances  it  is  better  to  use  this  remedy 
than  that  described  for  a  broken  reach  rod  on  page  41. 

Q.     What  should  be  done  with  a  broken  eccentric  rod? 

A.     This  may  or  may  not  cause  the  disablement  of  one 


PiG.   19.— LASHING  LIFTING  ARM  TO  BEAM  LAID  ACROSS 
FRAME. 

side  of  the  engine.  The  broken  rod  or  blade,  together  with 
the  eccentric  strap,  may  have  to  be  removed  or  may  not. 
In  case  the  link  is  so  hung  that  it  can  swing  to  and  fro  about 
the  link  block  without  striking  any  other  parts  of  the  fram- 
ing or  machinery,  it  will  simply  be  necessary  to  remove  the 
broken  rod  and  proceed,  if  it  is  the  backing  rod  that  has 
failed.  If  it  is  the  forward  rod  that  has  broken,  it  should 
be  removed  with  its  strap  and  the  backing  rod  and  strap  put 
in  its  place.  This  of  course  makes  reversing  impossible  and 
the  reverse  lever  should  be  kept  in  full  gear  forward. 

If,  however,  the  link  will  not  swing  clear  of  the  other 


44  LOCOMOTIVE  BREAKDOWNS. 

parts  of  the  engine,  the  side  upon  which  the  break  occurs 
will  be  disabled  and  the  broken  rod  or  blade,  together  with 
the  eccentric  strap,  should  be  removed,  the  valve  clamped  in 
the  central  position  (page  18),  the  main  rod  taken  down  and 
the  crosshead  blocked  (page  20).  In  addition  to  this  the  top 
end  of  the  link  should  be  tied  to  the  hanger  to  prevent  it 
from  tilting  so  that  it  will  make  it  impossible  to  reverse  the 
engine  (see  also  page  45). 

Q.  //  the  eccentric  rod  has  merely  slipped  and  has  not 
broken  what  should  be  done? 

A.  This  accident  will  at  once  make  itself  known  by  caus- 
ing an  irregularity  in  the  exhaust.  It  is  easily  remedied. 
Place  the  engine  with  the  crank,  on  the  side  where  the  slip- 
ping has  occurred,  on  the  center,  block  the  wheels,  open  the 
cylinder  cocks  and  admit  a  little  steam  to  the  steam  chest. 
Then  drop  the  link  down  into  full  gear  and  adjust  the  rod 
that  has  slipped  until  steam  just  begins  to  come  from  the 
cock  at  the  end  of  the  cylinder  where  the  piston  is  standing. 
That  is  to  say,  if  the  crank  is  on  the  forward  center,  until 
steam  appears  at  the  forward  cock ;  or,  if  on  the  back  center, 
until  it  appears  at  the  back  cock. 

The  rod  should  then  be  fastened  and  the  work  is  done. 

Q.     What  should  be  done  in  case  an  eccentric  is  broken? 

A.  This  calls  for  practically  the  same  remedy  as  the 
broken  eccentric  rod.  The  broken  eccentric  with  both 
straps  and  rods  must  be  removed  and  the  other  parts  cared 
for  as  detailed  in  answer  to  the  second  question  preceding. 

Q.  What  should  be  done  in  case  an  eccentric  strap 
breaks? 


ACCIDENTS  TO  THE  VALVE  MOTION. 


45 


A.  This  need  not  necessarily  disable  one  side  of  the  en- 
gine. As  it  is  usually  the  backing  strap  that  breaks  it  will 
sometimes  be  found  to  be  possible  to  remove  the  broken 
strap  and  clamp  its  rod  to  the  other  one,  as  shown  in  Fig. 
20.  When  this  is  done  the  engine  is  ready  to  go  ahead, 
but  it  cannot  be  backed  and  it  must  be  borne  in  mind  that 
the  valve  is  working  through  its  whole  travel  and  with  the 
maximum  steam  admission  for  all  positions  of  the  reverse 
lever,  because  both  ends  of  the  link  are  controlled  by  the 
same  eccentric. 

Should  it  be  the  forward  motion  eccentric  strap  that  is 


FIG.  20. — CLAMPING  Two  ECCENTRIC  RODS  TOGETHER. 

broken,  the  backing  strap  may  be  removed  and  put  in  its 
place,  with  the  backing  eccentric  rod  in  place.  The  forward 
rod  may  then  be  attached  to  the  bottom  of  the  link  and 
clamped  to  the  backing.  This,  too,  puts  that  side  of  the 
engine  in  full  gear  forward  and  it  cannot  be  reversed. 

This  case  can  also  be  treated  in  the  same  manner  as  the 
case  of  a  broken  eccentric  rod,  as  described  in  the  answer  to 
the  question  on  broken  eccentric  rods,  page  43. 

Q.     What  should  be  done  in  case  an  eccentric  slips? 

A.  This  is  an  accident  that  is  not  apt  to  occur  with  the 
modern  construction  of  locomotives  where  the  eccentrics  are 


46  LOCOMOTIVE  BREAKDOWNS. 

almost  invariably  keyed  in  position.  It  was,  however,  a 
common  accident  with  the  old  type  where  the  eccentrics  were 
held  in  position  by  setscrews. 

In  the  case  of  a  slipped  eccentric  the  engine  should  first 
be  placed  upon  the  center,  the  wheels  blocked,  the  cylinder 
cocks  opened,  the  reverse  lever  put  in  the  full  gear  notch 
corresponding  to  the  eccentric  to  be  set  and  a  little  steam 
admitted  to  the  steam  chest  in  exactly  the  same  way  as  in 
the  case  of  a  slipped  eccentric  rod  that  is  to  be  reset  (page 
44). 

The  eccentric  should  then  be  turned  on  the  axle  until 


I 

FIG.  21. — LOCATION  OF  ECCENTRICS  RELATIVELY  TO  THE 
CRANK. 

steam  just  begins  to  escape  from  the  cylinder  cock  at  that 
end  of  the  cylinder  where  the  piston  is  standing  (page  44). 
As  there  are  two  positions  of  the  eccentrics  in  which  this 
may  occur,  care  must  be  taken  that  it  is  set  in  the  proper 
one.  In  the  ordinary  construction  of  American  locomotives 
with  an  upper  and  lower  rocker  arm  the  valve  moves  in 
an  opposite  direction  to  the  eccentric  rod,  and  the  center  of 
the  eccentric  follows  the  crank,  as  shown  in  Fig.  21,  in  which, 
when  the  crank  A  is  moving  in  the  direction  indicated  by 
the  arrow,  the  controlling  eccentric  is  at  B.  When  moving 
in  the  opposite  direction  the  controlling  eccentric  is  at  C. 


ACCIDENTS  TO  THE  VALVE  MOTION.  47 

Hence,  in  the  readjustment  of  a  slipped  eccentric,  care  must 
be  taken  that  it  is  set  to  follow  the  crank. 

If,  however,  the  rocker  has  two  arms  swinging  together 
on  the  same  side  of  the  center  and  the  valve  moves  in  the 
same  direction  as  the  eccentric  rods ;  then,  the  center  of  the 
eccentric  leads  the  crank  and,  in  Fig.  21,  if  the  crank  D  is 
moving  in  the  direction  of  the  arrow,  the  valve  will  be  con- 
trolled by  an  eccentric  at  E,  while  if  it  were  moving  in  the 
opposite  direction  it  would  be  controlled  by  one  at  F.  This 
last  also  holds  in  the  case  of  a  piston  valve  with  inside  ad- 
mission driven  by  a  rocker  that  reverses  the  motion. 

Q.  What  should  be  done  in  case  both  eccentrics  upon 
one  side  the  engine  are  slipped? 

A.  The  engine  should  be  put  upon  the  center  and  the 
preliminary  arrangements  as  to  blocking  the  wheels,  etc., 
be  made  as  in  the  answer  to  the  previous  question.  The  re- 
verse lever  is  then  to  be  put  in  full  gear  forward  and  the  for- 
ward eccentric  adjusted  as  there  described.  This  eccentric  is 
then  lightly  fastened  in  position,  and  the  reverse  lever  put  in 
full-gear  back.  The  same  operation  is  then  performed  with 
the  backing  eccentric.  After  this  has  been  fastened,  the  work 
should  be  repeated  with  the  forward  eccentric,  as  it  will 
be  found  to  be  slightly  out  of  place.  The  second  adjust- 
ment will  usually  put  it  in  its  proper  position.  The  work 
should  then  be  checked  by  repeating  it  with  the  crank  on  the 
other  center. 

Q.  If  an  eccentric  becomes  hot,  how  can  it  be  relieved 
without  undue  delay  so  -that  there  will  be  no  danger  of 
breaking  the  strap? 


48  LOCOMOTIVE  BREAKDOWNS. 

A.  The  quickest  way  will  be  to  slacken  the  bolts  holding 
the  straps  together  and  slip  one  or  more  thicknesses  of  tin  be- 
tween the  two  parts.  This  will  relieve  them  so  that  a  rapid 
cooling  of  the  straps  will  not  cause  them  to  pinch  and  bind 
on  the  eccentric  itself.  If,  however,  the  straps  are  badly  worn, 
a  liberal  dose  of  valve  oil  capable  of  standing  a  high  tempera- 
ture may  be  put  upon  the  .hot  parts. 

Q.  Why  is  it  necessary  in  disconnecting  eccentric  rods  to 
remove  the  eccentric  straps  also? 

A.  This  is  especially  necessary  in  the  old  type  of  engine 
where  the  firebox  was  set  down  between  the  frames,  because 
the  distance  from  the  center  of  the  axle  to  the  throat  sheet  was 
made  so  small  that  there  was  just  clearance  for  the  back  of 
the  eccentric  strap,  and  if  the  latter  were  to  turn  with  the  ec- 
centric it  would  strike  the  sheet  and  be  apt  to  puncture  it. 

In  modern  engines  other  parts  of  the  structure,  such  as  the 
ash  pan  and  braces,  are  located  so  close  to  the  axles  as  to  pre- 
vent the  straps  with  their  projections  for  the  attachment  of  the 
rods,  from  revolving.  Hence  these  straps  must  always  be  re- 
moved when  the  rods  are  taken  down. 

Q.  While  it  is  recognized  as  the  best  practice  to  take  down 
the  main  rod  in  any  case  of  breakdown  that  requires  blocking  the 
valve,  yet  the  very  heavy  engines  oj  the  present  time  have  main  rods, 
generally,  whose  weight  would  prohibit  any  attempt  by  the  engine 
crew  toward  taking  them  down.  Under  the  circumstances,  there/ore, 
is  it  not  possible  to  get  an  engine  into  the  shop  "on  one  side" 
with  the  main  rod  left  up  in  place  on  the  disabled  side? 

A.     Yes;  and  it  is  being  done  right  along. 

Q.  What  precautions  should  be  observed  if  the  main  rod  is 
not  taken  down? 


ACCIDENTS  TO  THE  VALVE  MOTION.  49 

A.  Each  end  of  the  cylinder  should  have  a  vent  hole  to  the 
atmosphere,  in  order  to  prevent  compression  or  vacuum  be- 
tween the  piston  and  cylinder  heads;  the  cylinder  cock  rigging 
can  be  disconnected  and  the  cocks  left  open  on  that  side,  or, 
if  that  does  not  give  sufficient  opening,  the  cylinder  cocks  may 
be  entirely  removed,  or  indicator  plugs  or  relief  valves,  if  used, 
may  be  taken  out.  It  is  necessary,  too,  to  get  oil  into  the  cylin- 
der, and  if  supplied  with  relief  valves  oil  can  be  introduced 
at  those  points.  Or,  the  lubricator  may  be  allowed  to  feed 
oil  to  the  steam  chest  on  the  disabled  side,  and  at  certain  stop- 
ping points  the  valve  can  be  moved  far  enough  to  uncover  one 
of  the  ports  and  by  opening  the  throttle,  slightly,  the  accumu- 
lated oil  will  be  blown  down  into  the  cylinder. 

A  good  argument  in  favor  of  leaving  the  main  rod  up  is  not 
only  the  time  saved  in  not  disconnecting  it,  but  incidentally, 
if  the  engine  should  stop  with  the  working  side  on  the  dead 
center,  the  valve  on  the  disabled  side  may  be  moved  in  the  proper 
direction,  and  given  a  little  steam,  the  engine  will  move  off  cen- 
ter where  it  can  be  stopped  with  the  air  brake;  then  the  valve 
can  be  again  centered  and  the  stem  clamped  in  a  very  few  mo- 
ments, and  the  time  often  lost  in  such  cases  by  being  caught 
on  the  center — especially  on  locally  stopping  trains — avoided. 

Q.     How  are  the  valves  of  a  locomotive  set? 

A.  It  is  a  common  fallacy  among  engineers  to  think  that, 
because  the  operation  of  the  Stephenson  link  motion  is  very 
easily  understood  and  is  simple  in  its  construction.,  it  can  be 
tampered  with  with  impunity.  Nothing  is  further  from  the 
truth.  A  link  motion  that  has  been  carefully  designed  in  the 
drawing  room  must  be  considered  as  being  fixed  beyond  any 
possibility  of  a  change,  unless  the  whole  work  be  re-designed 


50  LOCOMOTIVE  BREAKDOWNS. 

and  adapted  to  the  modification  that  it  is  desired  to  make. 
Engineers  are,  therefore,  especially  warned  not  to  tamper 
with  any  of  the  parts  of  a  motion ;  for  any  change  in  a  well- 
designed  construction  is  sure  to  be  disastrous. 

It  should  be  borne  in  mind  that  each  part  has  its  own 
peculiar  function  to  perform  and,  in  order  that  it  may  do  it 
properly,  its  position  and  dimensions  must  be  fixed.  It  will 
not  do,  then,  to  vary  the  length  of  the  link  hanger  or  the 
position  of  the  reversing  shaft,  to  change  the  location  of  the 
saddle  pin  or  the  length  of  the  lifting  arms.  Let  these  things 
alone  until  it  has  been  positively  ascertained  that  they  arc 
faulty,  and  that  can  only  be  done  by  a  careful  analysis  of  the 
design ;  an  analysis  that  will  be  sure  to  point  out  the  remedy 
as  well  as  to  locate  the  defect. 

In  the  first  place,  it  must  be  borne  in  mind  that  no  link 
motion  can  be  arranged  to  give  an  equality  of  cut-off  at  all 
points  for  both  strokes  of  the  piston.  The  most  satisfactory 
design  is  one  that  provides  for  an  equalization  of  the  lead 
and  cut-off  in  mid -gear,  which  will  cause  a  variation  of  cut- 
off from  %  to  ^  of  one  per  cent  in  the  full  gear  point  of 
cut  off  and  at  other  points,  which  is  due  to  the  slip  of  the 
link  block,  angularity  of  rods,  etc. 

In  order  to  thoroughly  understand  the  reasons  for  the 
various  steps  to  be  taken  in  the  setting  of  the  valves  of  a 
link  motion,  a  few  words  may  well  be  devoted  to  a  descrip- 
tion of  its  action.  The  link-motion  is  only  used  where  it  is 
desired  to  run  the  engine  in  both  directions ;  in  other  words, 
it  is  a  means  of  reversing  the  engine  and  finds  its  principal 
application  in  the  locomotive  and  marine  engine. 


ACCIDENTS  TO  THE  VALVE  MOTION. 


51 


By  referring  to  Fig.  22,  it  will  be  seen  that  there  are  two 
eccentrics  A  A'  for  driving  the  valve ;  one  for  each  direction 
of  engine  rotation,  whose  rods  B  B'  are  coupled  to  the  oppo- 
site ends  of  a  curved  link  C,  whose  radius  is  approximately 
equal  to  the  distance  of  its  center  of  curvature  from  the 
center  of  the  engine  shaft.  This  link  is  supported  by  a 
hanger  Z),  taking  hold  of  a  saddle  pin  F  at  one  end,  and 
being  itself  supported  by  a  reversing  arm  E  at  the  other. 


FIG.  22. — vSiDE  ELEVATION  OF  LINK  MOTION. 

A  link-block  G  slides  freely  in  the  opening  of  the  link  and  is 
attached  to  the  valve-stem  H,  or  to  a  rocker  arm  that,  in 
turn,  moves  the  valve-stem.  It  will  be  seen  that,  if  the 
link  is  lowered  until  the  link-block  is  opposite  the  connection 
of  the  eccentric  rod  B,  that  the  eccentric  A,  which  controls 
the  movement  of  the  upper  end  of  the  link,  will  have  a 
much  greater  influence  upon  the  motion  of  the  block,  and 
consequently  upon  the  valve,  than  the  eccentric  A '.  There- 


52  LOCOMOTIVE  BREAKDOWNS: 

fore,  the  valve  will  be  driven  almost  wholly  by  A,  and  the 
engine  will  run  in  the  direction  corresponding  to  that  eccen- 
tric. 

Now,  if  the  link  be  gradually  raised,  the  influence  of  A 
will  be  proportionately  diminished  while  that  of  A'  will  be 
increased,  with  the  result  that,  when  the  central  position  is 
reached,  the  two  eccentrics  will  have  an  equal  influence,  and 
the  engine  will  not  run  in  either  direction.  Continuing  the 
raising  of  the  link  gives  the  eccentric  A'  a  preponderating 
influence,  with  the  result  that  the  engine  will  run  in  the  op- 
posite direction  from  that  which  it  would  when  the  eccentric 
A  was  in  control. 

As  the  link  approaches  its  central  position  on  either  side, 
the  point  of  cut-off  gradually  shortens,  a  fact  that  has  made 
the  link-motion  so  valuable  as  a  means  of  operating  the 
valves,  because  the  engine  can  be  worked  to  admit  steam 
for  nearly  the  full  length  of  its  stroke,  when  starting,  and 
can  thus  exert  a  maximum  of  power ;  while,  after  it  has 
started,  the  position  of  the  link  may  be  shifted  and  the 
steam  cut  off  at  an  earlier  point  of  the  stroke,  thus  being 
worked  expansively  with  the  economy  resulting  from  such 
a  method. 

In  the  setting  of  the  valves  of  a  link-motion,  the  first 
thing  to  be  done  is  to  make  an  accurate  measurement  of 
the  outside  lap  of  the  valve.  Then  set  the  valve  in  its  cen- 
tral position.  That  is  to  say,  so  that  the  lap  on  each  side 
extends  an  equal  distance  beyond  the  ports.  When  this 
has  been  done,  make  a  small  prick-punch  on  the  flange  of 
the  stuffing  box,  as  at  a,  Fig.  23,  and,  with  a  fixed  tram 


ACCIDENTS  TO  THE  VALVE  MOTION. 


53 


shaped  as  at  b,  make  a  punch  mark  at  c  on  the  valve-stem. 
It  will  always  be  possible,  then,  to  set  the  valve  in  the  central 
position  even  though  the  steam  chest  may  be  closed,  pro- 
vided the  adjustment  of  the  length  of  the  valve-stem  is  on 
the  outside.  If  the  adjustment  of  this  length  is  made  inside 
the  chest,  the  tram  should  be  set  as  shown  in  -dotted  lines 
in  Fig.  23,  from  the  steam  chest  to  the  valve  itself. 

The  next  step  to  be  taken,  after  placing  the  valve  in  its 
central  position,  is  to  adjust  the  length  of  the  valve  rod. 
If  the  valve  is  driven  through  a  rocker,  first  set  the  upper 


FIG.  23. — APPLICATION  OF  TRAM  TO  VALVE  STEM. 

arm  so  that  it  stands  exactly  vertical  in  the  case  of  a  hori- 
zontal engine,  or  exactly  at  right  angles  to  the  line  of  the 
valve  rod  if  the  latter  is  not  horizontal.  Then  adjust  the 
length  of  the  rod  so  that  the  valve  will  be  in  the  central  posi- 
tion when  the  arm  stands  as  indicated. 

If  the  stem  is  attached  directly  to  the  link-block  the  latter 
should  be  attached  to  the  rod,  which  should  then  be  so  ad- 
justed that  its  center  is  distant  from  the  shaft  by  the  length 
of  the  radius  of  the  link.  This  radius  can  be  easily  obtained 
by  scribing  its  outline  on  a  board  and  then  finding  the  radius 
with  a  pair  of  trams.  From  this  distance  subtract  half  the 


54  LOCOMOTIVE  BREAKDOWNS. 

diameter  of  the  shaft  and  measure  out  to  the  center  of  the 
block  as  shown  in  Fig.  24. 

When  the  length  of  the  valve  rod  has  been  accurately 
adjusted  so  that  the  link-block  stands  at  the  distance,  just 
obtained,  from  the  shaft,  fasten  both  eccentrics  in  any  posi- 
tion on  this  shaft,  and  dropping  the  link  down  to  the  extreme 
forward  point  of  cut-off,  turn  the  engine  over  and  note 
whether  the  valve  has  an  equal  amount  of  travel  on  each 
side  of  its  central  position.  If  it  has  not,  adjust  the  length 
of  the  eccentric  rod  B  until  such  an  equalization  of  travel 
is  obtained.  Then  raise  the  link  to  the  extreme  backing 


FIG.  24. — MEASURING  POSITION  OF  LINK  BLOCK  RELATIVELY 

TO  AXLE. 

position  and  perform  the  same  operation  with  the  eccentric 
rod  Bf. 

In  cirder  to  check  the  accuracy  of  the  work,  drop  the  link 
into  the  extreme  forward  position  again  and  make  another 
test  of  the  valve  travel.  The  safest  way  to  measure  tliis 
travel  is  to  use  the  tram  and  scribe  a  line  on  the  valve  stem 
or  valve  at  the  extreme  point  of  travel,  and  measure  from 
these  lines  to  the  center  punch  mark  already  referred  to. 

The  motion  is  now  ready  for  the  setting  of  the  eccentrics. 
To  do  thisv  first  place  the  engine  crank  on  the  dead  center. 
The  best  way  to  do  this  is  to  make  a  mark  on  the  guides  at 
the  extreme  point  of  travel  of  the  cross-head.  Then  turn  the 
engine  back  and  come  ahead  again  until  the  cross-head  is 


ACCIDENTS  TO  THE  VALVE  MOTION.  55 

within  an  inch  of  its  extreme  point  of  travel.  With  a  tram, 
Fig.  25,  resting  upon  some  fixed  point  of  the  engine,  prefer- 
ably the  guide  yoke  or  wheel  guards,  locate  the  point  a  on 
the  side  of  the  driving  or  flywheel.  Then  turn  the  engine 
ahead  until  the  cross-head  has  passed  the  extreme  point  of 
travel  and  reached  the  same  place  as  before,  when  a  second 
point  b  is  to  be  located  at  the  same  distance  from  the  center 
of  the  axle  as  the  point  a.  With  a  pair  of  dividers  locate 
the  point  c  midway  between  a  and  b.  When  the  tram  point 
rests  upon  the  mark  c,  the  engine  will  be  on  the  center. 


FIG.  25  — TRAMMING  DRIVING  WHEEL  TO  LOCATE  THE 
DEAD  CENTER. 

The  reason  for  not  simply  setting  the  engine  on  the  center 
by  the  cross-head,  is  that  the  crank  may  be  moved  through 
an  appreciable  angle  while  passing  the  center  and  the  motion 
of  the  cross-head  be  imperceptible.  The  method  given  lo- 
cates the  center  exactly.  The  other  center  should  be  estab- 
lished in  the  same  way. 

In  setting  the  eccentrics  always  turn  the  engine  in  the 
direction  in  which  it  is  to  move  under  the  influence  of  the 
eccentric  being  set.  This  obviates  a  variation  in  the  action 
of  the  valve  due  to  lost  motion  in  the  parts. 


56  LOCOMOTIVE  BREAKDOWNS. 

The  engine  being  now  placed  upon  the  center,  drop  the 
link  into  its  extreme  forward  position.  Loosen  the  eccen- 
tric. If  the  link-block  is  attached  directly  to  the  valve  rod, 
the  eccentric  leads  the  crank;  if  a  rocker  arm  is  used  the 
eccentric  follows  the  crank.  Turn  the  eccentric  accordingly, 
until  the  valve  is  opened  by  the  amount  of  lead  that  it  is 
desired  that  it  should  have  and  then  fasten  it  in  position. 
Raise  the  link  to  the  backing  position  and  set  the  other  eccen- 
tric in  the  same  manner.  Again  drop  the  link  to  the  for- 
ward position  and  see  if  the  lead  has  been  changed  by  the 
adjustment  of  the  backing  eccentric.  If  it  has,  readjust  the 
forward  eccentric  to  suit  the  case,  which  means  re-set  it 
under  the  same  rule  as  before. 

Finally,  turn  the  crank  to  the  other  center  and  see  that 
the  same  lead  is  given  there.  If  not,  first  go  over  the  length 
of  the  valve  rods  and  eccentric  rods  to  ascertain  that  they 
are  all  right  and  then,  if  the  valve  motion  is  properly  de- 
signed, the  lead  will  be  the  same.  In  case  this  does  not 
occur,  then  lengthen  or  shorten  the  eccentric  rod  as  the  case 
demands  so  as  to  secure  an  equal  lead. 

Under  no  circumstances  make  any  change  in  the  dimen- 
sions of  the  fundamental  parts  without  first  making  a  care- 
ful analysis  of  the  whole  mechanism,  and  if  a  fairly  even  cut- 
off cannot  be  obtained  by  following  the  rules  laid  down,  it 
is  certain  that  the  fault  lies  in  the  design.  It  will  be  seen 
that  extreme  simplicity  is  characteristic  of  the  setting  and 
operation  of  the  valves,  but  it  is  a  simplicity  that  is  fixed  in 
the  mutual  relationship  of  the  several  parts. 


CHAPTER  III. 
Accidents  to  Cylinders,  Steam  Chests  and  Pistons. 

Q.     What  should  be  done  in  case  a  piston  breaks? 

A.  It  would  rarely  happen  that  a  piston  would  break 
without  doing  other  damage  to  the  cylinder.  In  case,  how- 
ever, such  an  accident  should  occur  the  front  cylinder  head 
should  be  taken  off  and  the  broken  parts  removed.  The 
valve  stem  should  then  be  disconnected  from  the  rocker  and 
the  valve  clamped  in  the  central  position  (page  18).  The 
main  rod  must  be  taken  down  and  the  cross-head  blocked. 

Q.  What  should  be  done  in  the  case  of  a  broken  piston 
rod? 

A.  This  accident  almost  invariably  results  in  the  knock- 
ing out  of  the  front  cylinder  head.  Usually  there  is  little 
or  no  damage  done  to  the  cross-head.  It  is,  therefore,  only 
necessary  to  remove  the  broken  parts,  disconnect  the  valve 
stem  from  the  rocker  and  clamp  the  valve  in  the  central 
position  (page  18). 

In  case  the  breakage  is  such  that  the  cylinder  is  emptied, 
as  would  occur  when  the  break  takes  place  close  to  the  cross- 
head,  it  will  not  be  necessary  to  take  down  the  main  rod,  but 
the  cross-head  can  be  allowed  to  play  back  and  forth  in  the 
guides  while  the  locomotive  is  being  driven  from  the  other 
side. 

Should  the  break  occur  at  such  a  point  between  the  cross- 
head  and  the  piston  that  the  stub  end  of  the  rod  attached  to 
the  cross-head  would  enter  and  leave  the  stuffing  box,  it  will 

57 


58  LOCOMOTIVE  BREAKDOWNS. 

be  necessary  to  remove  the  same  or  disconnect  the  main  rod 
and  block  the  cross-head  (page  20). 

Q.  Why  is  the  alternative  presented  in  the  answer  to 
the  preceding  question  of  removing  the  broken  piston  rod 
from  the  cross-head  or  taking  down  the  main  rod? 

A.  Because  the  piston  rod  is  usually  fitted  so  tightly  into 
the  cross-head  as  to  make  it  impossible  to  remove  it  with  the 
appliances  available  on  the  road. 

Q.     How  is  this  removal  usually  effected? 

A.     There  are  a  number  of  special  tools  designed  for  this 


FIG.  26. — HYDROSTATIC  PISTON  ROD  REMOVER. 

purpose.  A  simple  way  is  to  use  a  wedge  driven  in  and 
bearing  against  the  rod  and  a  seat  resting  against  the  wrist 
pin.  Some  kind  of  hydraulic  jack  is,  however,  the  most 
satisfactory  method  of  doing  the  work.  Such  an  apparatus 
is  shown  in  Fig.  26.  It  consists  of  a  cylinder  A  bored  out 
to  receive  a  plunger  B,  which  is  fitted  with  a  leather  cup 
packing.  The  opposite  end  of  the  cylinder  is  closed  by  a 
plug  C,  which  also  serves  as  a  nut  for  the  screw  D.  The 
action  of  the  device  is  as  follows :  The  space  between  B  and 
C  is  filled  with  white  lead  or  oil,  preferably  the  former,  as  it 
is  less  apt  to  work  out  around  the  screw  D.  The  plunger  B 
is  set  up  against  the  end  of  the  piston  rod  E  and  the  holding 


ACCIDENTS  TO  CYLINDERS,  ETC.  59 

bolts  between  the  plates  FF  drawn  snugly  home.  The  screw 
D  is  then  turned  by  means  of  a  long  lever,  thus  producing 
a  hydrostatic  pressure  upon  B  and  forcing  out  the  piston  rod. 
The  plates  FF  are  held  together  by  bolts  not  shown  in  the 
drawing  and  serve  to  prevent  the  cylinder  A  from  moving 
off  before  the  pressure  exerted  on  B.  This  device  puts  no 
stress  other  than  compression  on  the  cross-head. 

Q.     What  should  be  done  when  a  cylinder  head  is  broken? 

A.  If  the  forward  head  is  broken  the  main  rod  should 
be  taken  down  and  the  cross-head  blocked  (page  20).  The 


FIG.  27.— METHOD  OP  BLOCKING  PORT  FOR  BROKEN 
CYLINDER  HEAD. 

valve  stem  should  be  disconnected  and  the  valve  clamped  in 
the  central  position  (page  18). 

If  it  is  the  back  head  that  is  broken  it  is  more  than  prob- 
able that  the  guides  will  also  have  been  carried  away.  It 
will  then  be  necessary  to  strip  one  side  of  the  engine  of  the 
guides,  cross-head  and  connecting  rod. 

Q.  Is  it  possible  to  so  repair  an  engine  with  a  broken 
front  cylinder  head  that  a  disconnecting  of  the  valve  will  be 
unnecessary? 

A.  Yes.  It  is  possible  to  remove  the  steam  chest  cover, 
and  fit  a  piece  of  wood  tightly  into  the  forward  port,  as 
shown  in  Fig.  27.  This  will  prevent  the  escape  of  steam 


60  LOCOMOTIVE  BREAKDOWNS. 

• 

when  the  valve  travels  over  the  wooden  rilling.  When  this 
has  been  done,  the  steam  chest  cover  may  be  replaced  and 
the  engine  run  on  that  side  as  a  single-acting  machine.  That 
is,  taking  steam  at  the  back  end  of  the  cylinder  only. 

The  objections  to  this  method  are,  first,  the  amount  of 
time  that  will  be  required  to  do  the  work,  with  the  resultant 
delay  to  trains  and  the  blocking  of  the  track,  and  second  that 
the  movement  of  the  piston  to  and  fro  in  an  uncovered  cylin- 
der, where  it  will  be  exposed  to  the  flying  dust  and  dirt,  will 
be  apt  to  cut  the  shell  and  do  more  harm  than  the  slight  sav- 
ing in  power  available  in  the  disabled  engine  will  amount  to. 

Q.     What  are  the  causes  of  broken  cylinder  heads? 

A.  A  broken  cylinder  head  at  one  end  or  the  other  will 
almost  invariably  result  from  a  breakage  of  a  crank  pin,  main 
rod,  cross-head  or  piston  rod.  This  class  of  accident  also 
frequently  occurs  as  the  result  of  a  piston  rod  key  working 
loose,  or  a  follower  bolt  dropping  off  and  serving  as  an 
obstacle  to  the  free  traveling  of  the  piston  to  the  end  of  its 
stroke.  Another  cause  that  leads  to  frequent  breakages  of 
this  kind  is  the  accumulation  of  water  in  the  cylinders. 
When  an  attempt  is  made  to  start  a  locomotive,  after  it  has 
been  standing  for  a  time,  the  steam  entering  the  steam  chest 
and  cylinders  will  be  condensed  in  such  quantities  that  unless 
the  cylinder  cocks  are  open,  enough  may  accumulate  in  the 
clearance  space  between  the  piston  and  cylinder  head  to 
break  the  latter  or  bend  the  former. 

Q.     How  can  broken  cylinder  heads  be  prevented? 

A.  Where  they  are  the  result  of  the  breakage  of  some 
of  the  parts  enumerated  in  the  answer  to  the  previous  ques- 


ACCIDENTS  TO  CYLINDERS,  ETC.  61 

tion,  a  prevention  is  impossible,  but  they  may  be  prevented, 
when  due  to  an  accumulation  of  water  of  condensation,  by 
having  the  cylinder  cocks  open  and  admitting  the  steam  so 
slowly,  on  starting,  that  the  cylinders  will  be  well  heated  and 
steam,  not  water,  be  blowing  from  the  cylinder  cocks  be- 
fore the  engine  moves. 

Q.  What  should  be  done  with  the  cylinder  cocks  of  a 
disconnected  engine? 

A.  It  is  best  to  remove  them  or  block  them  open  on  the 
disconnected  side.  The  reason  is  that  it  is  desirable  that  no 
pressure  shall  be  exerted  against  a  piston  whose  cross-head 
is  blocked.  As  there  is  always  danger  of  the  valve  leaking 
the  safe  course  to  pursue  is  to  have  the  cylinder  cocks  open. 
As  it  is  usually  desirable  to  close  them  upon  the  working 
side  of  the  engine,  those  in  the  disabled  side  had  best  be 
disconnected  or  blocked  open. 

Q.     When  a  cylinder  is  broken  ivhat  should  be  done? 

A.  The  exact  course  to  be  pursued  will  depend  solely 
upon  the  extent  of  the  damage  done.  If  the  breakage  con- 
sists merely  of  a  crack,  it  may  be  possible  to  continue  on 
to  destination  without  doing  anything  more  than  observe 
extra  precautions  to  see  that  the  injury  does  not  increase  to 
an  extent  that  will  imperil  the  safety  of  the  train. 

If  a  piece  is  broken  out  of  one  end  of  the  cylinder,  the 
remedy  to  be  applied  may  well  be  the  same  as  that  used  in 
the  case  of  a  broken  cylinder  head, .  as  described  in  the 
answer  to  the  question  on  page  58. 

If  the  accident  is  such  that  the  cylinder  is  demolished  on 
one  side  and  the  other  remains  intact,  the  crippled  engine 


62  LOCOMOTIVE  BREAKDOWNS. 

may  still  be  sent  home  under  its  own  steam.  To  do  this 
remove  the  main  rod  cross-head  and  guides  from  the  dis- 
abled side.  Disconnect  the  valve  rod  and  remove  it.  Finally 
open  the  front  end  and  loosen  the  steam  pipe  and  slip  a 
piece  of  sheet  metal  into  the  joint  and  then  tighten  the 
latter.  This  will  cut  off  the  flow  of  steam  to  the  disabled 
cylinder  when  the  throttle  is  opened  for  the  operation  of  the 
other  side  (see  also  steam  chest,  page  62). 

Q.  What  are  the  causes  of  natural  deterioration  of  cylin- 
ders? 

A.  The  movement  of  the  piston  to  and  fro  produces  a 
wear  that,  in  time,  necessitates  reboring  in  order  to  bring 
the  interior  back  to  a  cylindrical  condition. 

Q.     How  is  this  reboring  done? 

A.  Usually  by  means  of  a  portable  boring  bar  that  is 
placed  in  the  cylinder  while  it  is  in  position  on  the  frames, 
and  is  driven  by  some  elastic  or  portable  means  of  power 
transmission. 

Q.     Is  there  any  objection  to  this  reboring  of  cylinders? 

A.  Repeated  reborings  may  make  the  walls  of  the  cyl- 
inder too  thin  to  withstand  the  internal  pressure  of  the 
steam,  or,  if  the  original  diameter  of  the  cylinders  was  such 
that  the  tractive  power  developed  was  fully  up  to  that  cor- 
responding to  the  adhesion  due  to  the  weight  on  the  driving 
wheels,  the  extra  tractive  power  developed,  as  the  result 
of  the  increase  in  diameter,  may  "make  it  very  difficult  to 
prevent  the  wheels  from  slipping  whenever  an  attempt  is 
made  to  start  the  engine.  This  difficulty  may,  however,  be 
prevented  by  inserting  a  bushing  into  the  rebored  cylinder. 


ACCIDENTS  TO  CYLINDERS,  ETC.  63 

Q.     How  is  such  a  bushing  prepared  and  applied? 

A.  It  is  made  of  cast  iron  and  is  turned  on  the  outside 
so  that  it  will  require  some  pressure  to  force  it  into  position. 
The  interior  is  bored  to  the  diameter  which  it  is  desired  to 
give  to  the  piston  and  cylinder.  The  length  is  so  made  that 
the  bushing  will  have  a  bearing  against  each  cylinder  head 
and  be  held  in  position  by  them  in  addition  to  the  frictional 
resistance  to  motion  due  to  the  pressure  with  which  it  is 
put  in  place.  Such  a  bushing  is  usually  forced  in  with 
heavy  bolts  and  screws. 

Q.  What  remedy  should  be  applied  to  a  broken  steam 
chest? 

A.  First  remove  the  casing  and  ascertain  the  extent  of 
the  fracture.  If  it  is  merely  a  crack  upon  one  side,  it  may 
be  possible  to  so  close  it  by  wedging  between  the  outside  of 
the  chest  and  the  bolts  that  the  parts  will  be  cramped  and 
pressed  together  enough  to  prevent  an  excessive  amount  of 
leakage. 

If  the  crack  is  too  large  to  be  stopped  in  this  way  or  if 
there  is  a  piece  broken  out,  the  steam  chest  had  best  be  re- 
moved, the  valve  stem  and  main  rod  disconnected  and  the 
cross-head  blocked  (page  20).  It  will  then  remain  to  stop 
the  passages  to  prevent  the  escape  of  steam  when  the  .throt- 
tle is  opened.  The  simplest  and  quickest  way  to  do  this 
will  probably  be  to  fit  pieces  of  board  over  the  steam  pas- 
sage and  hold  them  down  with  the  steam  chest  cover  as 
shown  in  Fig.  28.  Here  the  boards  B  are  held  down  by  the 
blocks  A,  against  which  the  steam  chest  cover  C  is  to  be 
firmly  screwed. 


64 


LOCOMOTIVE  BREAKDOWNS. 


Another  method  of  cutting  off  this  flow  of  steam  is  to 
slacken  the  bolts  holding  the  steam  pipe  to  the  saddle  and 
slipping  a  sheet  of  metal  into  the  joint,  as  already  described 
in  the  answer  on  page  61.  The  objection  to  this  latter  method 
is  the  difficulty  of  doing  the  work.  The  bolts  holding  the 
steam  pipe  are  apt  to  be  corroded  and  difficult  to  loosen 


FIG.  28. — METHOD  OF  BLOCKING  STEAM  PASSAGES  WITH 
BROKEN  STEAM  CHEST. 

while  the  heat  of  the  smoke  box  will  render  the  work  slow 
and  arduous. 

Q.  What  should  be  done  when  a  steam  chest  cover  is 
broken? 

A.  The  results,  as  far  as  the  engine  is  concerned,  are 
practically  the  same  as  when  a  steam  chest  is  broken.  The 
same  work  of  preparation  must  be  done  in  the  removal  of 
the  main  rod,  the  blocking  of  the  cross-head,  and  the  closing 
of  the  steam  passages  after  the  valve  has  been  removed  from 
the  steam  chest. 

The  method  to  be  pursued  in  holding  this  blocking  in 
position  will  depend  upon  the  condition  of  the  cover.  If 
enough  of  it  remains  to  enable  it  to  be  used  for  holding 


ACCIDENTS  TO  CYLINDERS,  ETC.  65 

down  the  blocking  as  shown  in  Fig.  28  this  should  be  done. 
If  it  is  too  badly  broken  for  this,  then  a  stiff  plank  should 
have  holes  cut  in  it  to  fit  over  the  studs  and  be  used  in  its 
place,  or  the  steam  chest  box  itself  may  be  raised  and  the 
boards  slipped  beneath  it  and  the  nuts  then  be  run  down  upon 
its  upper  surface,  as  shown  in  Fig.  29,  which  will  also  entail 
the  use  of  the  stuffing  box  cover,  as  in  Fig.  7. 

Q.  What  is  a  common  cause  of  the  breakage  of  steam 
chests  and  covers? 

A.     The  reversing  of  the  engine  when  running  at  high 


"Tn    rrn       rrn       rrn    rn 

_ 

1 

i  I  E^  I 

s  m$  i 



FIG.  29.— CLAMPING  BOARD  OVER  PORT  WITH  STEAM  CHKST. 


speeds.  This  converts  the  pistons  into  air  pumps  that  force 
the  air  into  the  steam  chests  very  rapidly  and  may  create  a 
pressure  there  that  is  quite  capable  of  bursting  them. 

Q.  How  can  this  accumulation  of  pressure  and  the  con- 
sequent bursting  of  the  steam  chests  be  prevented? 

A.  By  opening  the  throttle  valve  slightly  when  the  engine 
is  reversed.  This  makes  it  possible  for  the  excess  of  pres- 
sure that  would  otherwise  accumulate  in  the  steam  chest  to 
escape  back  through  the  dry  pipe,  into  the  boiler,  and  if 
r.ecessarv  out  at  the  safetv  valve. 


66  LOCOMOTIVE  BREAKDOWNS. 

Q.  What  effect  may  wear  have  upon  the  tightness  of 
split  spring  ring  piston  packing? 

A.  The  theory  of  the  action  of  split  ring  spring  packing 
is  that  it  is  held  out  against  the  walls  of  the  cylinder  by  its 
own  tension  and  that  the  pressure  is  increased  by  the  action 
of  the  steam  upon  the  inside  surface,  forcing  it  out.  The 
result  of  this  is  that,  after  the  engine  has  been  run  for  a 
time,  the  packing  may  be  so  worn  that  the  steam  will  force 
it  out  beyond  the  point  where  its  own  natural  elasticity  would 
carry  it.  When  this  condition  is  reached  the  packing  will 
draw  away  from  the  walls  when  there  is  no  steam  or  steam 
of  a  low  pressure  in  the  cylinders.  Under  such  conditions, 
it  sometimes  happens  that  the  packing  will  be  tight  when 
the  engine  is  taking  steam  at  full  stroke  or  when  the  maxi- 
mum boiler  pressure  is  maintained.  But,  when  the  reverse 
lever  is  drawn  back  and  the  cut-off  takes  place  early  in  the 
stroke,  the  steam  pressure  falls,  by  expansion,  to  such  an 
extent  at  the  end  of  the  stroke  that  the  rings  will  draw 
away  from  the  walls  of  the  cylinder  and  cause  a  blow  and 
rattle  while  running  over  the  road,  but  which  would  not  oc- 
cur when  starting. 

Q.  Hoiv  can  blows  caused  by  the  wear  of  the  piston 
rings  and  due  to  the  failure  of  the  steam  to  always  hold 
them  out  in  contact  with  the  walls,  be  best  detected? 

A.  By  testing  the  rings  for  blows  when  the  steam  pres- 
sure in  the  boiler  is  low. 

Q.  If  the  movement  of  the  piston  in  the  cylinder  causes 
a  groaning,  how  can  it  sometimes  be  remedied? 

A.     By  putting  some  flake  graphite  in  through  the  relief 


ACCIDENTS  TO  CYLINDERS,  ETC.  67 

valves  occasionally.  This  should  be  done  about  once  every 
hundred  miles. 

Q.  Where  rod  bolts  have  been  partially  sheared  and  they 
cannot  be  driven  out,  how  can  they  sometimes  be  removed? 

A.  Put  the  crank  on  the  lower  quarter  and  place  a  jack 
beneath  the  sticking  bolt,  and  tighten  up  hard.  Place  a  nut 
or  ring  over  the  head  so  that  a  blow  delivered  upon  the 
same  from  above  will  come  against  the  rod  or  strap.  Do  not 
strike  directly  upon  the  strap.  If  this  fails  to  start  the  bolt, 
take  a  shovelful  of  coals  from  the  firebox,  and,  with  the 
shovel  held  at  an  incline,  allow  them  to  lay  against  the  side 
of  the  rod.  After  a  few  moments  the  heat  will  so  expand 
the  metal  of  the  rod  that  the  bolt  can  usually  be  easily  driven 
out. 

Q.  In  the  adjustment  of  spring  ring  packing  on  the  pis- 
tons of  cylinders,  what  precaution  should  be  taken  in  regard 
to  the  tightness  of  the  same? 

A.  Care  should  be  exercised  that  these  rings  are  not  set 
out  too  tightly.  It  is,  of  course,  undesirable  that  they  should 
be  so  slack  that  they  are  not  brought  into  contact  with  the 
walls  of  the  cylinder  with  sufficient  force  to  make  a  steam- 
tight  joint,  but  a  leak  is  preferable  to  having  them  forced 
out  with  so  great  a  pressure  that  they  will  cut  the  cylinders. 
It  should  be  borne  in  mind  that  when  metal-to-metal  contacts 
are  secure,  it  does  not  take  an  excessive  pressure  to  make  a 
steam-tight  joint. 


CHAPTER  IV. 
Accidents  to  Guides,  Cross- Heads  and  Rods. 

Q.     W hat  should  be  done  in  case  a  guide  breaks? 

A.  This  is  an  accident  that  very  rarely  happens  except  as 
the  result  of  the  breakage  of  some  other  part,  such  as  a  cyl- 
inder head,  by  which  the  guide  is  torn  from  its  fastenings. 
When  it  does  happen,  the  valve  stem  is  to  be  disconnected 
and  the  valve  blocked  in  the  central  position  (page  18)  and 
the  main  rod  taken  down. 

The  disposition  that  is  to  be  made  of  the  cross-head  will 
depend  upon  the  condition  of  its  connecting  parts.  If  the 
piston  rod  has  not  been  bent  or  has  not  been  injured  to  such 
an  extent  as  to  prevent  the  piston  from  being  pushed  to  the 
front  end  of  the  cylinder,  this  may  be  done  and  the  cross- 
head  tied  against  the  cylinder  with  a  bell  cord.  The  piston 
rod  will  be  able  to  support  it  in  this  position  and  the  tying 
will  prevent  it  from  turning.  If  this  cannot  be  done  the 
cross-head  should  be  removed  from  the  piston  rod,  and  the 
piston  blocked  in  the  back  end  of  the  cylinder  if  it  cannot 
be  removed. 

To  block  the  piston  in  the  back  end  of  the  cylinder,  take 
off  the  front  cylinder  head  and  fit  in  a  piece  of  board  that 
will  have  a  bearing  against  the  piston  and  the  cylinder  head 
when  the  latter  is  replaced,  as  shown  in  Fig.  30. 

Q.  In  the  case  of  an  engine  having  four-bar  guides  that 
persistently  run  hot,  what  can  be  done  to  remedy  the  dif- 
ficulty? 

68 


ACCIDENTS  TO  GUIDES,  CROSS-HEADS  AND  RODS.         69 

A.  It  frequently  happens  that  the  guides  are  set  too  close 
to  the  cross-head,  and  when  the  latter  is  in  motion  it  may 
become  heated.  This  expands  the  cross-head  and  causes  an 
increase  of  the  tightness,  resulting  in  hot  guides.  The  rem- 
edy is  to  loosen  the  latter  and  separate  them  by  the  interposi- 
tion of  a  thin  liner  between  them  and  the  blocks.  This  is  a 
remedy,  however,  that  belongs  to  the  shop  and  should  not  be 


FIG.  30. — BLOCKING  OP  PISTON  WITH  BOARD  INSIDE  OF 
CYLINDER. 


attempted  on  the  road  except  in  cases  of  extremity,  because 
of  the  liability  of  getting  the  guides  out  of  line. 

Q.  What  should  be  done  ivith  a  bent  or  broken  guide 
yoke? 

A.  This  is  also  an  accident  that  usually  follows  in  the 
train  of  some  other  one.  If  the  condition  is  such  that  it 
cannot  be  made  to  hold  the  guides  in  proper  alignment,  the 
valve  stem  should  be  disconnected  and  the  valve  clamped 
in  the  central  position  (page  18).  The  main  rod  is  to  be 


yo  LOCOMOTIVE  BREAKDOWNS. 

taken  down  and  the  cross-head  blocked  (page  20).  In  cast 
the  guide  yoke  is  so  injured  that  it  distorts  the  alignment  of 
the  guides  upon  both  sides,  the  rods  and  valves  must  be  dis- 
connected on  both  sides  and  the  engine  towed  in. 

Q.     What  should  be  done  with  a  broken  cross-head? 

A.  This  accident  will  involve  the  disconnecting  of  one 
side  of  the  engine,  removing  the  main  rod  and  clamping  the 
valve  in  the  central  position  (page  18).  The  balance  of  the 
work  to  be  done  will  depend  upon  the  condition  of  the 
break.  If  it  is  slight  so  that  the  cross-head  can  be  blocked, 
as  described  on  page  20,  this  should  be  done. 

If,  however,  the  cross-head  is  too  badly  broken  for  that,  it 
should  be  stripped  clear  of  the  piston  rod,  and  the  piston 
blocked  in  the  cylinder  as  described  in  answer  to  the  question 
on  page  67. 

Q.  Suppose  a  gib  only  of  the  cross-head  is  broken,  what 
can  be  done? 

A.  It  may  be  quite  possible  to  go  on  without  disconnect- 
ing the  engine.  It  is  supposed,  however,  that  the  gib  is 
broken  or  destroyed.  The  action  to  be  taken  will  depend 
upon  which  gib  is  broken. 

When  an  engine  is  running  ahead  the  cross-head  is  pressed 
upward  on  both  strokes  by  the  push  and  pull  of  the  connect- 
ing rod.  If,  then,  it  is  a  gib  on  the  lower  bearing  surface  of 
the  cross-head  that  is  broken,  it  may  be  replaced  with  a 
piece  of  hard  wood  set  into  its  place,  so  as  to  prevent  the 
cross-head  from  dropping  when  it  passes  the  center.  This 
gib  will  enable  the  engine  to  be  backed  as  well  as  run  ahead. 

In  case  it  is  the  top  bearing  gib  that  is  broken,  the  first 


ACCIDENTS  TO  GUIDES,  CROSS-HEADS  AND  RODS.        71 

thing  to  be  done  will  be  to  ascertain  whether  the  lower  gib 
can  be  removed  and  substituted  in  its  place.  If  it  can,  it 
should  be  done,  and  a  wooden  gib  used  as  before. 

If  such  a  substitution  cannot  be  made  a  hardwood  gib  can 
be  put  in  the  place  of  the  one  that  is  broken  and  the  engine 
run  slowly  ahead. 

Great  care  must  be  exercised  in  the  performance  of  this 
work  to  have  the  gib  sawn  as  true  as  possible.  It  should 
also  be  thoroughly  saturated  and  soaked  in  oil  before  it  is 
put  in  position  to  prevent  rapid  wearing.  The  engine  should 
also  be  stopped  at  frequent  intervals  for  inspection  to  see 
that  the  wear  has  not  been  so  great  as  to  endanger  the  piston 
rod  by  springing. 

If  a  sheet  of  lead  is  available  to  lay  over  the  bearing  sur- 
face of  such  a  gib  it  will  make  it  possible  to  run  continuously 
and  at  moderately  high  speeds. 

There  is  usually  but  little  choice  of  woods  when  such 
repairs  are  to  be  made.  But  if  such  a  choice  is  offered  apple 
Wood  should  be  preferred  to  any  other.  In  general  the 
denser  the  wood  the  better  it  can  be  made  to  serve  this 
purpose. 

Q.  What  course  should  be  pursued  when  a  wrist  pin 
breaks? 

A.  This  is  practically  an  accident  similar  to  the  breaking 
of  a  cross-head  where  the  blocking  of  the  same  is  still  pos- 
sible and  should  be  treated  in  like  manner-  (see  page  69). 

Q.  What  should  be  done  in  case  of  a  broken  main  or  con- 
necting rod? 

A,     This  is  an  accident  that  is  usually  of  a  serious  char- 


72  LOCOMOTIVE  BREAKDOWNS. 

acter  and  rarely  occurs,  when  the  engine  is  running,  without 
causing  the  breakage  of  other  parts  as  well. 

The  other  injuries  that  are  liable  to  result  from  this  acci- 
dent are  the  breakage  of  one  or  both  cylinder  heads,  due  to 
the  admission  of  steam  at  the  ports  by  the  movement  of  the 
valve  before  the  engine  can  be  stopped,  and  the  bending  or 
breaking  of  the  main  crank  pin  and  side  rods. 

In  any  event  the  engine  is  disabled  upon  one  side  and  the 
valve  must  be  clamped  in  the  central  position  (page  18)  and 
the  cross-head  blocked,  or  removed  according  to  the  conse- 
quential damage  that  has  been  suffered.  The  parts  of  the 
main  rod  must  be  removed.  A  careful  inspection  should  be 
made  of  the  side  rods  to  ascertain  whether  or  no  they  have 
been  bent  or  injured. 

If  there  is  the  slightest  indication  of  any  injury  having 
been  done  they  should  be  removed  from  both  sides  of  the 
engine  (see  page  72). 

Q.  What  should  be  done  zvhen  a  main  rod  strap  breaks 
at  either  the  front  or  back  end  of  the  rod? 

A.  This  is  practically  the  same  thing  as  the  breakage  of 
the  main  rod  and  should  be  treated  in  the  same  way  (see 
the  preceding  question). 

Q.  If  the  setscrews  or  nuts  holding  the  keys  of  the  main 
rod  are  lost  or  broken  what  should  be  done? 

A.  The  loss  of  the  setscrew  is  not  a  serious  matter, 
as  the  nuts  at  the  .bottom  of  the  key  will  usually  serve  to 
hold  it  in  position.  There  need,  then,  be  no  diminution  of 
speed  on  that  account,  as  the  setscrew  is  merely  an  extra 
precaution, 


ACCIDENTS  TO  GUIDES,  CROSS-HEADS  AND  RODS.        73 

If,  however,  the  nuts  on  the  bottom  of  the  key  are  lost, 
care  should  be  exercised  and  watchfulness  maintained  to  see 
that  the  setscrew  is  held  tightly  in  position  and  does  not 
work  loose. 

If  both  setscrews  and  nuts  are  lost,  there  is  nothing  but 
its  own  frictional  resistance  to  hold  the  key  in  position  and 
the  setscrew  should  be  taken  from  the  other  rod  and  used. 
Failing  this  the  engine  should  be  run  very  slowly. 

Q.     What  should  be  done  when  a  main  crank  pin  breaks? 

A.  The  valve  must  be  clamped  in  the  central  position 
(page  18),  the  main  rod  on  the  broken  side  removed  and  the 
cross-head  blocked.  The  side  rods  must  also  be  removed  from 
both  sides  of  the  engine  (see  second  question  following). 

Q.     What  should  be  done  when  a  side  rdd  breaks? 

A.  This,  like  the  breakage  of  the  main  rod,  is  apt  to 
cause  a  great  deal  of  consequential  damage  to  the  locomotive, 
especially  to  the  cab. 

It  is  possible  that  this  accident  may  occur  and  do  no  dam- 
age to  the  main  crank  pin  or  the  main  rod.  In  such  instances 
the  side  rods  on  both  sides  of  the  engine  are  to  be  taken 
down  and  the  engine  run  carefully  to  prevent  slipping. 

If  the  main  crank  pin  or  main  rod  is  bent  or  injured  it 
must  be  taken  down,  the  valve  clamped  in  the  central  posi- 
tion (page  18),  and  the  cross-head  blocked. 

Q.  Is  it  necessary  to  take  down  the  side  rods  upon  both 
sides  of  the  engine  when  one  is  removed,  and  if  so,  why? 

A.  It  is  necessary,  and  the  reason  is  that  the  trailing 
wheels  are  turned  in  unison  with  the  main  driver  by  the  side 
rods.  If  one  rod  is  removed,  then  the  other  side  rod  can 


74  LOCOMOTIVE  BREAKDOWNS. 

exert  no  turning  influence  at  all  upon  the  wheel  when  the 
crank  is  passing  the  dead  points.  If  a  stop  is  made  at  or  near 
these  points,  an  enormous  stress  may  be  put  upon  the  rod 
when  starting,  especially  if  the  main  drivers  should  slip. 
Such  a  stress  would  undoubtedly  break  the  rod.  In  addition 
to  this  it  might  be  quite  possible,  owing  to  lost  motion  in  the 
parts,  for  the  main  driving  wheel  crank  to  have  reached  or 
passed  the  dead  point  while  that  of  the  trailing  wheel  had  not 
reached  it.  Under  such  circumstances  it  can  readily  be  seen 
that  a  forward  movement  of  the  main  driving  wheel  might 
tend  to  roll  the  rear  wheel  backward. 

It,  therefore,  stands  as  accepted  practice  from  which  no 
deviation  is  allowable  under  any  consideration,  that,  if  the 
side  rods  are  removed  from  one  side  of  an  engine,  they  must 
be  removed  from  the  other  side  also. 

Q.  What  should  be  done  in  case  the  side  rod  of  a  tandem 
connected  engine  breaks?  By  "tandem  connected,"  is  meant 
an  engine  upon  which  the  eccentrics  are  not  upon  the  main 
driving  axle  driven  by  the  connecting  rod. 

A.  In  accordance  with  the  answer  given  to  the  previous 
question,  it  is  necessary  to  remove  the  side  rods  from  both 
sides  of  the  engine  if  that  upon  one  side  breaks.  Therefore, 
if  one  rod  connecting  the  main  driving  axle  with  the  one 
carrying  the  eccentrics  breaks,  it  will  be  necessary  to  take 
down  its  mate  upon  the  other  side  of  the  engine.  Under 
these  conditions  there  will  be  no  means  of  causing  the  axle 
with  the  eccentrics  to  revolve  in  unison  with  the  main  axle 
and  the  engine  will  be  helpless  because  of  the  impossibility 
of  keeping  the  valves  in  harmonious  motion  with  the  piston. 


ACCIDENTS  TO  GUIDES,  CROSS-HEADS  AND  RODS.        75 

Under  these  conditions,  then,  it  will  be  necessary  to  take 
down  both  sides  of  the  engine,  block  both  cross-heads, 
deaden  or  extinguish  the  fire  and  tow  the  engine  to  the  shops. 
If  the  distance  is  short  the  valves  may  be  left  connected,  but 
if  it  is  so  great  that  they  will  be  apt  to  cut  themselves  and 
their  seats  if  left  free  to  move  under  the  action  of  the  eccen- 
trics, they,  too,  should  be  disconnected  and  clamped.  It  is, 
of  course,  evident  that,  if  the  valve  on  neither  side  can  be 
worked,  the  engine  is  helpless. 

Q.     What  is  the  reason  for  tlw  breakage  of  side  rods? 

A.  It  is  due  to  two  causes :  one  is  the  end  thrust  to  which 
they  are  subjected  on  account  of  the  work  of  transmission 
that  they  are  called  upon  to  perform.  This  amounts  to  the 
total  thrust  of  the  pistons  less  the  adhesive  resistance  of  the 
main  driving  wheels.  The  other  cause  is  the  centrifugal 
action  of  the  moving  rod.  This  force  is  the  equivalent  of  an 
evenly  distributed  load  over  the  whole  length  of  the  rod.  It 
is  dependent  upon  the  weight  of  the  rod  and  the  speed  of  the 
engine.  It  is  evident,  then,  that  the  longer  the  rod  and  the 
higher  the  speed  the  greater  will  be  the  stress  upon  the  metal. 
This  latter  is  probably  the  principal  cause  of  side  rod  fail- 
ures, and  explains  why  there  are  more  failures  on  passenger 
than  on  freight  engines  as  exemplified  in  those  that  occur 
on  eight- wheelers  or  4-4-0  engines  as  compared  with  moguh 
(2-6-0)  and  consolidations  (2-8-0). 

Q.  If  a  section  of  a  side  rod  breaks  upon  a  sLr  or  eight, 
u'heeled  connected  engine  of  the  ten-wheeled,  mogul  or  con- 
solidation types  of  engines,  is  it  necessary  to  remove  all  of 
the  side  rods? 


76  LOCOMOTIVE  BREAKDOWNS. 

A.  No.  If  the  rear  section  of  such  rods  break  it  will 
merely  be  necessary  to  remove  the  section  opposite  it,  and 
the  engine  can  be  safely  run  with  the  forward  sections  in 
position.  In  like  manner  if  any  other  section  is  broken  the 
one  opposite  it  only  need  be  removed.  Thus  in  consolida- 
tion engines  with  the  side  rods  made  in  the  usual  way,  if  the 
rear  or  front  sections  are  broken,  it  is  quite  possible  to  run 
with  the  middle  and  other  uninjured  sections  in  position. 
But  if  the  middle  section  is  broken  it  will  usually  necessitate 
removing  the  front  and  rear  sections  so  that  the  whole  of 
the  side  rod  must  be  removed  from  both  sides  of  the  engine. 

What  can  be  done  under  these  conditions  will  depend  upon 
the  location  of  the  knuckle.  It  is  usually  in  the  straps  of  the 
middle  section  for  both  front  and  back  rods.  Under  these 
circumstances  the  disconnecting  may  be  done  as  outlined 
above.  If,  however,  the  knuckles  are  placed  ahead  of  the 
pins,  that  is  to  say  in  the  forward  straps  of  the  rear  and 
middle  sections,  then  a  breakage  of  the  rear  section  will 
necessitate  the  removal  of  all  of  the  side  rods  on  both  sides 
because  the  break  in  the  back  section  involves  taking  down 
the  middle  section,  and  this,  in  turn,  requires  the  removal 
of  the  front  one. 

Q.  In  the  case  of  a  four-wheeled  switching  engine  will  it 
always  be  possible  to  run  it  under  steam  with  the  side  rods 
down? 

A.  No.  Some  of  these  engines  are  so  built  that  the 
crank  pin  of  the  forward  wheel  will  strike  the  cross-head 
unless  the  two  are  run  together  as  when  everything  is  in 
position.  In  engines  of  this  class,  when  a  side  rod  breaks,  it 


ACCIDENTS  TO  GUIDES,  CROSS-HEADS  AND  RODS.        77 

will  be  necessary  to  take  down  both  side  rods  and  both  con- 
necting rods,  clamp  the  valves  (page  18)  and  block  the  cross- 
heads  in  the  forward  position  (page  20).  The  engine  must 
then  be  towed  in. 

The  same  thing  holds  true  of  some  moguls,  whose  for- 
ward crank  pin  would  strike  the  cross-head  under  the  same 
conditions  of  independent  action. 

Q.     Hoiv  should  side  rods  be  keyed? 

A.  The  engine  should  be  run  upon  a  straight  and  level 
piece  of  track  and  placed  accurately  upon  the  centers.  The 
wedges  should  be  so  adjusted  that  the  axles  stand  parallel 
to  each  other  and  at  right  angles  to  the  frames.  It  is  also 
well  to  have  the  engine  under  steam  when  this  work  is  done 
so  that  the  frames  may  be  expanded  by  the  heat  of  the  boiler 
the  same  amount  that  they  will  be  under  working  conditions. 

After  the  engine  has  been  put  in  position  all  of  the  keys 
in  the  rods  to  be  adjusted  should  be  slackened.  The  main 
bearing  should  then  be  keyed  first,  and  the  work  done  so  that 
it  can  be  easily  moved  to  and  fro  by  hand.  The  other  bear- 
ings should  then  be  keyed  in  succession  on  either  side  of  the 
main  crank  pin. 

The  engine  should  then  be  moved  to  the  quarters  and  the 
other  center  and  a  trial  made  to  see  that  the  brasses  can  still 
be  easily  moved  on  the  pins.  If  they  can,  the  work  has  been 
properly  done. 

The  reason  for  placing  the  engine  on  the  center  when 
doing  this  work  is  that  it  is  at  this  point  that  the  greatest 
stress  is  put  upon  the  rod,  and  there  is  no  chance  for  the 


7  8  LOCOMOTIVE  BREAKDOWNS. 

adjustment  of  distances  as  there  is  at  other  points  of  the 
revolution. 

Another  point  to  be  borne  in  mind  is  that  it  is  better  to 
have  the  brasses  keyed  too  loosely  than  too  tightly.  The 
rods  may  rattle  and  make  a  noise  under  such  conditions,  but 
the  bearings  will  not  heat  nor  will  the  rods  themselves  and 
the  crank  pins  break. 

On  the  modern  four-coupled  engine  the  rods  are  put  up 
with  solid  brasses  bored  about  1-64  inch  larger  than  the  pin 
so  that  there  is  no  possibility  of  changing  the  adjustment 
of  the  brasses  by  keying. 

Q.  What  precaution  should  be  taken  in  inspecting  side 
and  main  rods  to  avoid  the  danger  of  breaking? 

A.  The  break  is  apt  to  occur  in  the  corners  of  the  straps 
and  the  actual  rupture  will  usually  be  preceded  by  a  crack 
that  gradually  works  out  through  the  metal  from  the  inside 
until  the  part  is  so  weakened  that  it  is  unable  to  withstand 
the  regular  working  stress.  In  examining  the  rods,  there- 
fore, these  parts  should  be  most  carefully  inspected  for  any 
incipient  crack  that  may  appear.  Such  a  crack  will  be  read- 
ily detected  if  the  rod  is  wiped  clean,  but  will  be  invisible  on 
one  that  is  covered  with  oil  and  dirt,  especially  if  the  former 
is  dried  and  caked. 


CHAPTER  V. 

The  Walschaerts  Valve  fiction.     Accidents  that  flay 
Happen  to  the  Gear. 

Q.  Name  the  different  pieces  included  in  the  Walschaerts 
valve  gear. 

A.  Referring  to  Fig.  30  (B),  the  pointer  No.  7  rests  on  the 
eccentric  (  pin);  No.  3  indicates  the  link,  the  lower  extension  of 
which  is  termed  the  link  foot,  indicated  by  pointer  9;  and  the 
motion  of  the  former  piece  is  transmitted  to  the  latter  by  the 
eccentric  rod  No.  8;  the  motion  of  the  link  is  consequently  given 
to  the  radius  rod  No.  4,  which  is  carried  by  the  suspension  bar 
or  radius-rod  hanger  No.  i,  at  or  near  its  back  end;  and  the 
suspension  bar  is  connected  at  its  upper  end  to  the  lifting  arm 
or  lower  reversing  arm  No.  2;  the  combination  lever  No.  12 
is  given  the  forward-and-back  motion  of  the  cross-head  at  its 
lower  end  through  the  connecting  link,  cross-head  link,  or  vi- 
brating link — as  it  is  variously  called — No.  n,  and  the  cross- 
head  arm  No.  10;  the  combined  motion  produced  by  the  radius 
rod  and  combination  lever  is  delivered  to  the  valve  stem  No. 
6;  and  the  valve-stem,  combination  lever  and  forward  end  of 
radius  rod  are  all  supported  and  carried  by  the  valve-stem  guide 
block  or  cross-head  No.  5.  The  link  block,  that  is  •  carried 
within  the  link,  is,  of  course,  not  seen,  but  it  is  to  the  link  block 
that  the  radius  rod  is  attached  and  given  the  motion  of  the  link. 

Q.  What  parts  of  the  Walschaerts  gear  are  most  likely  to 
break  or  give  trouble? 

A.  There  seems  to  be  no  piece  of  this  gear  that  has  been 
found  to  be  weak;  and  absence  of  heating  of  the  bearing  parts 
is  a  strong  feature. 

79 


8o 


LOCOMOTIVE  BREAKDOWNS. 


THE  WAT.SCHAERTS  'VALVE  MOTION.  81 

Q.  In  case  of  breakdown  of  any  part  of  the  engine  requiring 
that  the  valve  be  blocked,  should  the  valve-stem  be  disconnected 
as  is  necessary  with  the  common  link  motion  ? 

A.  No;  with  this  gear  never  try  to  disconnect  between  the 
valve  and  the  valve-stem  guide-block  or  cross-head.  When 
the  valve  is  blocked,  or  other-wise  held  centered,  the  radius  rod 
of  the  Walschaerts  gear  is  the  corresponding  part  to  be  dis- 
connected. 

Q.  It  is  important,  in  cases  of  breakdown  and  disconnection, 
that  the  valve  should  not  be  given  any  motion;  now,  therefore, 
as  the  valve  is  actuated  by  the  combined  motion  of  both  radius 
rod  and  combination  lever,  why  should  not  the  lower  end  of  the 
combination  lever  be  disconnected  from  the  cross-head? 

A.  A  lever  to  transmit  motion  must  have  three  points  of  effort 
and  resistance,  and  these  points  on  the  combination  lever  are 
its  connections  with  cross-head,  radius  rod  and  valve-stem,  and 
if  any  one  of  these  be  disconnected  the  transmission  of  the  re- 
ceived motion  ceases;  therefore,  the  lower  end  of  the  combi- 
nation lever  may  be  permitted  to  swing  in  unison  to  the  motion 
of  the  cross-Head,  and  with  the  radius  rod  detached,  the  upper 
end  of  the  lever  may  remain  in  connection  with,  and  supported 
by,  the  valve-stem  cross-head  or  guide-block;  of  course,  it  will 
be  necessary  to  secure  the  valve  against  the  vibrations  of  the 
combination  lever  when  the  engine  is  drifting  in  cases  where 
steam  pressure  in  the  steam-chest,  alone,  is  depended  upon  to 
keep  the  valve  centered. 

Q.  When  the  forward  end  of  the  radius  rod  is  disconnected 
from  the  combination  lever  should  not  its  back  end  be  disconnected 
also? 

A.  From  its  suspension  bar,  yes;  but  the  radius  rod  should 
not  be  disconnected  from  the  link  block  if  it  is  possible  to  brace 


82 


LOCOMOTIVE  BREAKDOWNS. 


^00 


o 

w 


O 

fi 


THE  WALSCHAERTS  VALVE  MOTION.  83 

it  at  the  exact  center  of  the  link;  before  disconnecting  either 
end  of  the  radius  rod,  place  the  reverse  lever  in  the  center  notch 
of  the  quadrant,  and  in  that  position  the  link-block  pin  will 
register  exactly  with  the  link  fulcrum  pin,  or  trunnion;  secure 
the  link  block  in  that  position  by  blocking  under  and  over  it; 
then  disconnect  the  suspension  bar,  fastening  it  out  of  reach 
of  the  link;  lastly,  disconnect  the  forward  end  of  the  radius  rod 
from  the  combination  lever  and  raise  and  secure  it  high  enough 
to  clear  the  combination  lever  and  valve-stem  cross-head.  The 
Walschaerts  link  oscillates  on  a  fixed,  central  fulcrum,  so  it  is 
plain  that  the  radius  rod  being  held  at  that  central  point,  will 
receive  no  impulse  from  the  swing  of  the  link.  Blocks  to  fit 
the  link  slot  should  be  carried  on  every  engine  equipped  with 
the  Walschaerts  gear. 

Q.  If  the  eccentric  crank-arm,  eccentric  rod,  link-fool,  or  their 
connection  pins,  should  break,  the  link  could  receive  no  motion 
from  that  direction;  in  such  cases  should  the  radius  rod  be  dis- 
connected and  centered  in  the  link? 

A.  The  radius  rod  should  be  disconnected  from  the  suspen- 
sion bar  and  the  combination  lever,  as  before  explained,  and 
as  in  general  in  all  cases  of  disability  in  the  motion  work,  but 
in  such  cases  as  last  mentioned — loss  of  eccentric  motion — 
it  will  not  be  necessary  to  block  the  radius  rod  at  the  center  of 
the  link:  the  link  block  may  rest  at  the  bottom  of  the  link, 
thus  supporting  the  back  end  of  the  radius  rod,  but  the  forward 
end  of  the  radius  rod  must  be  strongly  secured  against  moving 
forth  and  back  in  order  to  prevent  rotation  of  the  link. 

Q.  In  all  of  these  cases  of  breakdowns  and  disconnections 
requiring  valve-centering  and  blocking,  is  it  necessary  to  take 
down  the  main  rod  of  the  engine  on  the  disabled  side? 

A,     That  depends  upon  the  kind  of  engine,  the  judgment 


84  LOCOMOTIVE  BBEAK DOWNS. 

of  the  engineer,  and  whether  it  is  the  custom  to  do  so  or  not 
on  that  road;  and  it  is  discussed  in  the  previous  chapters  re- 
lating to  breakdowns  in  ordinary. 

Q.  In  cases  of  breakdown,  with  the  radius  rod  disconnected, 
and  the  main  rod  left  up  permitting  the  cross-head  to  travel  forth  and 
back  in  the  guides,  the  nation  of  the  combination  lever  is  not  then 
modified  by  that  of  the  radius  rod  and  is  there  no  danger,  then, 
while  the  wheels  are  turning,  that  sortie  other  parts  of  the  ma- 
chinery may  strike  the  combination  lever? 

A.  Yes;  after  remedying  a  breakdown  in  the  motion  work 
and  the  radius  rod  is  disconnected,  when  the  engine  is  first 
started  watch  closely  to  see  that  the  combination  lever  will  not 
be  struck  by  the  wrist-pin — .the. 'pin  that  connects  the  main  rod 
to  the  cross-head. 

Q.  Suppose  that,  the  combination  lever,  or  vibrating  link, 
or  the  cross-head  arm,  should  break;  should  the  radius  rod  be  dis- 
connected as  explained? 

A.  Yes,  in  most  cases,  and  the  valve  centered  and  blocked, 
etc.,  as  usual.  On  some  engines,  however,  where  the  gear  is 
of  recent  design  it  is  so  arranged  that  when  the  combination 
lever  is  disconnected  and  removed,  the  forward  end  of  the  radius 
rod  can  be  connected  directly  with  the  valve-stem  or  its  cross- 
head,  and  where  possible  this  should  be  done  in  case  of  broken 
combination  lever,  vibrating  link  or  cross-head  arm.  The  engine 
is  not  then  disabled,  will  run  somewhat  "lame"  on  the  affected 
side,  but  can  pull  the  greater  part  of  her  rated  tonnage. 

Q.  Is  there  no  possible  danger  to  be  apprehended  in  altering 
the  full  travel  of  the  valve  which  is  done  when  the  combination 
lever  is  detached  and  the  radius  rod  connected  directly  to  the  valve- 
stem? 

A.     In  certain  cases;  there  is.    The  attachment  points  of  -ra- 


THE  WALSCHAERTS  VALVE  MOTION.  '   85 

dius  rod  and  valve-stem  to  the  combination  lever  differ  as  to 
engines  with  valves  of  outside  admission  and  those  with  inside 
admission;  Figs.  30  (C)  and  30  (D)  represent  the  most  popu- 


FIG.  30  (C). 


FIG.  30  (D).    • 

EXAMPLES  OF  THE  MOST  COMMON  METHODS  OF  APPLICA- 
TION OF  THE  WALSCHAERTS  VALVE  GEAR;  SHOWING  THE  DIF- 
FERENCE IN  ECCENTRIC  LOCATION  AND  UPPER  CONNECTIONS 
OF  THE  COMBINATION  LEVER  AS  BETWEEN  ENGINES  WITH 
VALVES  OF  INSIDE  ADMISSION  AND  OUTSIDE  ADMISSION. 

lar  applications  of  the  Walschaerts  gear.  Fig.  30  (C)  shows 
piston  valves  of  inside  admission;  the  radius  rod  is  attached 
to  the  extreme  upper  end  of  the  combination  lever  and  the  valve- 
stem  connection  is  beneath  it.  In  Fig.  30  (D)  the  -D-slid6 


86  LOCOMOTIVE  BREAKDOWNS. 

valve  is,  of  course,  of  outside  admission,  and  in  that  case  the 
valve-stem  connection  must  be,  and  is,  to  the  upper  end  of  the 
combination  lever  and  the  radius  rod  connected  below  it.  Also, 
understanding  the  engine  to  be  running  forward,  on  the  one 
with  inside  admission  it  is  seen  that  the  eccentric  follows  the 
crank-pin  by  one-fourth  turn  of  the  wheel,  while  the  engine 
with  outside  admission  has  the  eccentric  a  quarter  ahead  of  the 
crank-pin. 

Therefore,  where  an  engine  has  outside  admission  valves 
as  in  Fig.  30  (D),  removing  the  combination  lever  and  connect- 
ing the  radius  rod  directly  to  the  valve-stem  will  result  in  short- 
ening the  travel  of  the  valve  at  any  point  of  cut-off;  shortening 
the  valve's  travel,  however,  could  cause  no  trouble.  But  with 
engines  having  inside  admission  valves  as  in  Fig.  30  (C),  this 
direct  joining  of  the  radius  rod  and  valve-stem  will  lengthen 
the  travel  of  the  valve,  and  in  case  it  is  resorted  to  it  should 
be  carefully  noted,  with  the  reverse  lever  in  the  corner  notch, 
that  as  the  engine  moves  through  a  complete  revolution  of  the 
•wheels  the  valve-stem  cross-head  does  not  strike  at  either  end 
of  its  guide,  that  it  or  anything  on  the  valve-stem  shall  not  touch 
the  gland  of  the  stuffing-box,  and  that  the  valve  pistons  do  not 
strike  either  head  of  the  steam-chest. 

Q.  How  may  the  valve's  lead  be  increased  or  decreased  by 
adjustment  oj  the  Walschaerts  gear;  how  can  the  valve  be  trued 
up  when  the  exhaust  sounds  lame? 

A.  The  Walschaerts  valve  gear  is  permanently  adjusted 
by  the  builders,  or  in  the  back  shop  of  the  railway,  and  cannot  be 
tampered  with;  the  lead  cannot  be  changed  outside  of  the  shop; 
and  as  for  lameness  in  the  exhaust  this  will  seldom  be  heard  in 
association  with  this  gear  if  it  leaves  the  shop  correctly  set  up; 
when  it  does  exist  it  is  generally  the  result  of  a  distortion  of 


THE  WALSCHAERTS  VALVE  MOTION.  87 

the  heavy,  carrying  parts  of  the  valve  gear,  or  of  the  engine 
frame,  and  the  remedy  lies  in  a  general  overhauling  of  the  en- 
gine. Looseness  from  wear  in  the  driving-boxes  can  cause  an 
irregularity  in  the  valve's  action  which  it  is  possible  to  rectify, 
sometimes,  by  shortening  or  lengthening  the  eccentric  rod;  the 
true  remedy,  however,  is  to  refit  the  driving-boxes  so  that  the 
axle  will  regain  its  original  position  with  reference  to  the  sides 
of  the  driving-box,  and  this  will  true  up  the  valve  in  nearly 
every  case  of  the  kind. 

Q.  How  may  it  be  known  whether  the  eccentric  rod  should 
be  shortened  or  lengthened  ? 

A.  Set  the  engine  with  the  crank-pin  on  the  forward  dead 
center  on  one  side,  and  have  the  reverse  lever  moved  from  the 
go-ahead  corner  notch  up  toward  the  center  of  the  quadrant; 
while  the  link  block  is  rising,  if  the  valve-stem  is  pushed  for- 
ward slightly,  the  eccentric  rod  should  be  lengthened;  but,  if 
the  valve-stem  should  be  drawn  backward  by  the  rise  of  the 
link  block  the  eccentric  rod  needs  to  be  shortened.  In  either 
case  make  but  slight  changes  in  the  length  of  the  rod,  and  keep 
on  testing,  until  hooking-up  the  lever  to  the  center  has  no  effect 
on  the  valve-stem.  Then  test,  and  alter,  if  necessary,  the  other 
side  in  the  same  way,  but  with  the  crank-pin  on  the  back  dead 
center. 


In  answers  to  the  foregoing  questions,  instructions  to  "  remove 
the  broken  parts"  do  not  appear,  as  it  is  considered  that  any 
man  competent  to  handle  a  case  of  breakdown  would  under- 
stand without  seeing  it  in  a  book  that  such  should  be  done. 


CHAPTER  VI. 
Accidents  to  the  Running  Gear. 

Q.     What  should  be  done  if  a  driving  axle  breaks? 

A.-  The  breakage  of  a  driving  axle  is  apt  to  be  a  serious 
mishap  to  an  engine.  The  fracture  usually  occurs  just  in- 
side the  hub  of  the  wheel.  The  result  is  that  if  the  engine  is 
running  at  anything  more  than  a  very  low  speed  and  the 
main  driving  axle  breaks  the  wheel  will  leave  the  rails  and 
carry  all  of  the  connections  with  it,  stripping  the  side  of  the 
engine  upon  which  it  is  located  of  side  and  main  rods,  and 
possibly  causing  the  piston  to  knock  out  a  cylinder  head. 

In  the  case  of  the  breakage  of  a  trailing  axle  the  accident 
may  be  restricted  to  the  breaking  of  a  side  rod  in  addition  to 
the  loss  of  the  wheel.  This  accident  is  also  apt  to  cause  a 
derailment. 

There  are,  however,  instances  on  record,  where  the  engine 
was  moving  slowly,  that  an  axle  has  broken  and  not  injured 
any  of  the  rods  and  the  wheel  has  remained  upon  the  rail. 
In  case  the  engine  is  not  derailed,  the  first  thing  to  be  done  is 
to  strip  off  the  connections.  If  it  is  a  main  driving  axle,  then 
the  connecting  rod  upon  the  broken  side  and  the  side  rods 
upon  both  sides  must  be  stripped,  and  the  valve  and  cross- 
head  blocked.  The  condition  of  the  break  will  be  the  guide 
as  to  whether  it  will  be  safe  to  move  the  engine  under  its 
own  steam.  If  all  parts  are  in  good  condition  after  the  rods 
have  been  removed,  the  engine  may  be  moved  under  its  own 
steam,  but  it  must  be  done  very  slowly  and  very  cautiously. 

88 


ACCIDENTS  TO  THE  RUNNING  GEAR.  89 

This  may  be  done  to  get  it  on  to  a  siding  in  order  to  clear 
the  main  track,  but  for  a  long  run  to  the  shop,  the  remaining 
connecting  rod  should  be  taken  down  and  the  engine  towed 
in. 

Where  the  breakage  is  that  of  a  rear  axle,  it  may  then  be 
possible  to  disconnect  and  still  leave  both  main  rods  in  posi- 
tion. Under  these  circumstances  the  engine  may  ;be  run 
slowly  for  long  distances  with  safety. 

Before  moving  the  engine,  however,  it  is  necessary  to 
block  up  the  axle.  This  may  be  done  in  either  one 'of  two 
ways :  by  blocking  up  the  oil  cellar  as  high  as  it  can  be 
raised  after  jacking  up  the  axle.  This  blocking  is  done  by 
driving  wedges  in  between  the  bottom  of  the  oil  cellar  and 
the  pedestal  brace,  as  shown  in  Fig  31.  In  addition  to  this 
the  equalizer  should  be  pried  into  a  horizontal  position  and 
a  block  driven  in  to  hold  it  there.  If  the  equalizer  and 
springs  are  on  top  of  the  frames  this  is  an  easy  matter,  as  the 
block  will  be  driven  in  between  the  top  of  the  frame  and  the 
end  of  the  equalizer. 

If  the  equalizer  is  below  the  frame  the  end  should  be 
chained  up  to  the  lower  rail,  as  shown  in  Fig.  32. 

Should  it  be  the  main  axle  that  is  broken  this  blocking 
will  carry  the  engine  by  thus  throwing  the  load  upon  the 
rear  wheel.  If  it  is  the  rear  axle  that  is  broken  it  will  be  well 
to  jack  up  the  rear  end  of  the  engine,  and  chain  one  or  two 
pieces  of  rail  to  the  frame  and  allow  the  back  ends  to  rest 
on  the  tender  frame,  as  shown  in  Fig.  33.  Then,  when  the 
engine  is  lowered,  they  will  take  a  portion  of  the  load  and 
transfer  it  to  the  tender. 


LOCOMOTIVE  BREAKDOWNS. 


ACCIDENTS  TO  THE  RUNNING  GEAR.  91 

In  case  the  breakage  occurs  on  a  consolidation  engine  the 
oil  box  that  is  to  be  blocked  up  may  be  relieved  of  its  load 
by  running  the  rear  wheels  up  on  wedges.  This  lifts  the 
frame  and  renders  the  blocking  more  easy. 

Q.     What  should  be  done  in  case  a  driving  wheel  breaks f 

A.  This  is  an  accident  that  may  be  practically  identical 
in  its  results  as  a  broken  axle.  If  it  is  a  trailing  wheel  that  is 
broken  the  side  rods  connected  to  it  and  its  mate  must  be 
removed,  and  in  the  case  of  a  main  wheel,  the  connecting  rod 
must  be  treated  in  the  same  manner.  The  latter,  of  course, 
involves  clamping  the  valve  (page  18)  and  blocking  the 
cross-head  (page  20). 

The  condition  of  the  wheel  will  govern  the  method  of 
treatment.  If  it  is  so  weakened  that  it  cannot  carry  any  load, 
it  should  be  blocked  up  clear  of  the  rail,  just  as  in  the  case 
of  the  broken  axle  described  in  the  previous  question. 
There  is,  however,  a  difference  to  be  observed  in  the  block- 
ing. In  the  case  of  the  broken  axle  it  was  recommended 
•that  the  oil  cellar  be  blocked  up  leaving  the  journal  free  to 
turn  upon  it.  Such  treatment  will  result  in  the  cutting  of 
the  journal;  but,  under  the  circumstances,  this  is  a  matter 
of  no  moment,  as  the  axle  will  be  scrapped  anyhow. 

Where  the  wheel  is  broken,  it  may  be  desirable  to  protect 
the  axle  and  so  it  will  be  best  to  remove  the  cellar  from  the 
oil  box  and  fit  a  piece  of  hard  wood  snugly  in  over  the  top 
of  the  pedestal  binder  to  serve  as  a  rest  for  the  axle  and 
wheel,  as  shown  in  Fig.  34.  In  other  respects  the  accident 
is  to  be  treated  like  that  of  a  broken  axle,  as  in  the  previous 
question. 


I  .OTOMOTIYK    T'.RFA  KDOWNS. 


Q.  What  should  be  done  if 
a  driving  wheel  lire  breaks? 

A,  This  accident  may  or 
may  not  seriously  disable  the 
engine.  Sometimes  the  break- 
age of  a  tire,  when  running, 
strips  off  the  rods  on  one  side 
of  the  engine  as  completely  as 
if  the  axle  or  wheel  had 
broken.  At  other  times  the 
tire  merely  cracks  and  re- 
mains in  position  on  the 
wheel. 

In  the  latter  case,  it  is  fre- 
quently possible  to  run  the 
engine  to  the  terminal  without 
taking  down  any  of  the  rods. 
Great  care  and  watchfulness 
must,  however,  be  exercised 
while  doing  this  and  the  en- 
gine must  be  run  very  slowly. 
It  is  recommended,  however, 
that  if  the  break  occurs  on  a 
trailing  wheel,  the  side  rods 
be  removed.  This  will  not 
only  lessen  the  stress  on  the 
tire  by  relieving  it  of  all  driv- 
ing action,  but  will  give  it  an 
opportunity  to  fall  clear  of 


ACCIDENTS  TO  THE  RUNNING  GEAR.  93 

the  engine  without  doing  any  damage  in  case  it  does  come 
off.  If  the  tire  has  been  thrown  off  and  has  stripped  the  rods 
from  one  side  of  the  engine,  the  case  must  be  treated  in  the 
same  manner  as  a  broken  axle  or  a  broken  wheel  in  the  previ- 
ous question. 

Q.  What  should  be  done  when  the  main  tire  on  a  stand- 
ard eight-wheeled  engine  breaks f 

A.  The  wheel  should  be  jacked  up  clear  of  the  rails,  the 
oil  cellar  removed  and  a  block  driven  in  over  the  pedestal 
brace  to  carry  the  axle,  as  in  Fig.  34.  The  rods  should  be 
removed.  It  is  also  well  to  take  off  the  driving  springs,  and 
block  up  over  the  rear  axle  box  beneath  the  frame  so-  as  to 
raise  the  latter  to  such  a  height  that  the  center  from  which 
the  tire  is  broken  cannot  come  down  against  the  rail. 

0.  What  should  be  done  when  a  rear  tire  on  a  standard 
eight-wheeled  engine  breaksf. 

A.  The  axle  should  be  blocked  up  in  the  same  way  as 
when  the  main  tire  is  broken  (see  four  preceding  questions). 

Q.     What  should  be  done  when  a  forward  tire  breaks? 

A.     Treat  the  same  as  in  the  second  question  preceding. 

Q.  When  an  axle,  wheel  or  tire  breaks  on  a  standard 
eight-wheeled  engine  and  the  blocking  is  done  as  directed, 
how  is  the  weight  of  the  engine  distributed  f 

A.  If  it  is  the  rear  axle,  wheel  or  tire  to  which  the  acci- 
dent has  occurred,  the  front  axle  will  be  loaded  with  the 
weight  previously  carried  by  itself  and  the  rear  wheel  with 
something  more  on  account  of  its  location  ahead  of  the  point 
of  equalizer  suspension  and  nearer  to  the  center  of  gravity. 
For  this  reason  it  is  well,  when  such  conditions  exist,  to 


94  LOCOMOTIVE  BREAKDOWNS. 

place  a  portion  of  the  weight,  on  the  tender,  by  use  of  rails 
chained  to  the  frames,  as  shown  in  Fig.  33. 

If  it  is  the  main  driving  axle,  wheel  or  tire  to  which  the 
accident  has  happened  the  weight  previously  carried  by  this 
wheel  is  distributed  between  the  rear  wheel  and  the  forward 
truck  so  that  the  increase  put  upon  the  former  does  not 
double  its  normal  load  because  it  is  farther  removed  from 
the  center  of  gravity  of  the  engine  than  the  point  of  suspen- 
sion of  the  equalizer. 

Q.  Does  a  driving  wheel  tire  ever  leave  the  center  except 
by  breaking? 

A.  .  Yes ;  they  frequently  become  loose  and  may  leave  the 
centers  on  that  account. 

Q.  What  causes  driving  wheel  tires  to  become  loose  and 
how  can  that  looseness  be  detected  before  any  damage  is 
done? 

A.  A  driving  wheel  tire  may  become  loose  by  being  worn 
so  thin  that  the  action  of  the  rails  hammers  out  the  metal 
and  stretches  it  until  its  elasticity  fails  to  hold  it  to  the 
center.  This  is  sometimes  facilitated  by  the'  fact  that  the  tire 
was  put  on  too  tightly  in  the  first  place.  Such  a  condition 
may  put  the  metal  under  such  a  stress,  after  it  has  been 
worn  thin,  that  the  limit  of  elasticity  is  exceeded,  and  the 
tire  takes  a  permanent  set,  when  the  elongation  due  to  the 
action  of  the  rails  will  make  it  loose.  Or  it  may  have  been 
put  on  with  not  enough  shrinkage,  so  that  the  service  to 
which  it  is  subjected  soon  loosens  it. 

One  of  the  first  indications  of  a  loose  tire  will  be  the  oil 
that  will  seem  to  be  oozing  out  between  the  tire  and  the 


ACCIDENTS  TO  THE  RUNNING  GEAR. 


95 


center.  To  test  the  matter  a  chisel  mark  may  be  made  on 
the  tire  and  the  center  and  the  engine  then  started  two  or 
three  times.  If  the  two  marks  show  any  shifting  it  is  a 
sure"  sign  of  looseness.  The  fact,  however,  that  they  do  not 
shift  cannot  be  taken  as  positive  evidence  that  the  tire  is 
tight. 

An  engine  upon  which  it  is  suspected  that  a  tire  is  loose 
should  be  run  slowly  and  cautiously  to  the  terminal. 

Q.  What  should  be  done  when  a  driving  box  brass 
breaks? 

A.     The  wheel  to  which  the  box  holding  the  brass  be- 


FIG.  35. — BLOCKING  BENEATH  SPRING  STIRRUP  TO  RELIEVE 
BROKEN  DRIVING  Box  BRASS. 


longs  may  be  run  up  on  a  wedge.  This 
saddle  and  a  block  can  then  be  driven  in 
the  frame  and  the  spring  saddle,  as  show 
will  allow  the  equalizer  and  springs  to 
box  of  the  weight  that  would  otherwise 
If  the  springs  are  hung  beneath  the 
work  will  be  more  difficult.  The  exact 


will  lift  the  spring 

between  the  top  of 

n  in  Fig.  35,  which 

act  and  relieve  the 

be  put  upon  it. 

driving  boxes  the 

method  to  be  fol- 


96  LOCOMOTIVE  BREAKDOWNS. 

lowed  will  depend  upon  the  type  of  suspension.  Should  the 
springs  be  carried  by  hangers  supported  on  top  of  the  box 
it  may  be  possible  to  jack  up  the  spring,  remove  the  hangers 
and  chain  the  spring  or  pedestal  to  the  bottom  rail  of  the 
frame  or  to  the  pedestal  legs. 

In  case  the  spring  is  carried  by  a  hanger  made  solid  with 
the  bottom  of  the  box,  it  may  be  found  best  to  remove  the 
spring  or  chain  the  end  of  the  equalizer  or  equalizers  next 
the  broken  brass  to  the  lower  rail  of  the  frame,  as  in  Fig.  32. 

If  it  is  the  rear  brass  of  an  eight-wheeled  engine  that  is 
broken,  it  will  be  well  to  carry  a  portion  of  the  weight  of  the 
rear  end  on  the  tender  frame,  as  described  in  the  answer  to 
the  question  on  page  78,  and  shown  in  Fig.  33,  provided  there 
is  room  to  get  the  pieces  alongside  the  frames. 

Q.     What  should  be  done  if  a  driving  box  breaks? 

A.  This  accident  very  rarely  occurs  to  such  an  extent  as 
to  render  the  box  useless.  The  lugs  at  the  sides  are  fre- 
quently broken  but  this  does  not  so  impair  the  strength  of 
the  box  that  it  becomes  necessary  to  relieve  it  of  the  weight 
which  it  is  carrying.  When,  however,  such  an  accident  does 
occur  the  emergency  should  be  treated  in  the  same  manner 
as  the  broken  brass  described  in  answer  to  the  preceding 
question. 

|0 

Q.  If  the  main  box  of  a  ten-wheeled  (4-0-0)  engine  is 
broken  so  that  the  brass  is  useless,  how  should  the  blocking 
be  done? 

A.  The  same  method  should  be  used  as  in  the  case  of  a 
broken  main  driving  spring,  except  in  the  fixing  of  the  main 
box,  the  blocking  should  be  put  beneath  instead  of  above  it, 


ACCIDENTS  TO  THE  RUNNING  GEAR.  97 

and  a  notched  block  should  be  above  the  axle  to  steady  it 
and  assist  in  taking  the  thrust  of  the  connecting  rod  while 
the  engine  is  in  motion. 

Q.  W hat  is  the  cause  of  the  pounding  of  the  driving 
boxes  in  the  wedges  when  the  engine  is  in  motion f 

A.  A  looseness  in  the  fit  between  the  box  and  the  wedges 
due  to  wear  or  improper  fitting  when  the  engine  was  erected. 

Q.  Why  is  the  pounding  of  the  driving  bo.ves  usually 
worse  upon  the  left  than  upon  the  right-hand  side  of  the 
engine  when  running  forward  and  worse  upon  the  right- 
hand  side  when  running  backward? 

A.  This  is  due  to  the  relative  position  of  the  cranks. 
The  cranks  are  set  on  the  quarters  with  the  right-hand  one 
usually  leading  when  the  engine  is  running  ahead.  Follow- 
ing the  course  of  the  steam  distribution  for  a  revolution  will 
make  the  action  clear.  When  the  right-hand  crank  passes 
the  back  center  its  cylinder  takes  steam  at  the  back  end  and 
the  driving  box  is  pressed  against  the  forward  wedge.  This 
continues  until  the  top  quarter  is  reached  when  the  same 
thing  takes  place  on  the  left-hand  side.  Soon  after  the 
exhaust  is  opened  on  the  right-hand  side  and  there  is  no 
further  pressure  in  the  cylinder  to  hold  the  box  against  the 
front  leg  of  the  pedestal,  and  the  box  is  free  to  swing  back. 
This  it  does  under  the  influence  of  the  steam  pressure  in  the 
left-hand  cylinder.  This  pressure  tends  to  draw  the  left 
crank  pin  ahead,  and  so  the  axle  turning  on  the  left-hand  box 
as  a  fulcrum  is  thrown  back  on  the  right-hand  side  and  that 
box  is  moved  against  the  rear  pedestal  with  a  comparatively 
light  pound,  owing  to  the  distance  between  the  boxes  being 


98  LOCOMOTIVE  BREAKDOWNS. 

so  much  greater  than  that  from  the  left-hand  box  to  the 
crank  pin. 

This  puts  the  right-hand  box  in  a  position  to  take  the 
thrust  of  the  steam  when  the  crank  passes  the  forward  cen- 
ter and  no  pound  takes  place  at  that  time. 

The  exhaust  then  opens  on  the  left-hand  side  with  the  box 
against  the.  forward  wedge  where  it  is  held  by  the  steam 
pressure  upon  the  right-hand  side,  tending  to  thrust  that  end 
of  the  axle  to  the  rear,  while  the  left  end  is  held  to  the  front 
with  the  box.  This  continues  until  the  left  crank  passes  its 
forward  center,  when  the  admission  of  steam  to  the  front 
end  of  its  cylinder  thrusts  it,  and  with  it  its  box,  violently 
to  the  rear  and  there  is  a  heavy  pound  as  the  latter  strikes 
the  wedge. 

It  will  thus  be  seen  that  when  steam  is  admitted  to  the 
right-hand  cylinder  the  box  is  always  against  the  proper 
wedge  to  withstand  the  thrust,  while,  in  the  case  of  the  left- 
hand  box,  the  opposite  condition  exists. 

These  conditions  are  reversed  when  the  engine  is  running 
backward  and  the  left  is  the  leading  crank. 

Q.     How  can  the  pounding  of  driving  bo.res  be  remedied? 

A.  By  setting  up  the  live  wedges,  and  this  can  be  done 
as  follows : 

In  order  to  do  this  properly  all  of  the  boxes  must  be 
brought  up  snugly  against  the  front  wedges,  which  are 
usually  the  fixed  or  dead  ones.  This  may  be  done  when  the 
engine  is  cold  by  pinching  it  ahead  until  the  cranks  are  upon 
the  upper  eights.  This  pushes  all  of  the  boxes  against  the 
front  wedges.  If  the  cranks  are  on  the  lower  eights  the 


ACCIDENTS  TO  THE  RUNNING  GEAR.  99 

boxes  will  be  drawn  against  the  rear  wedges  when  the  pinch- 
ing is  done  against  the  rear  wheel. 

The  boxes  may  also  be  drawn  against  the  forward 
wedges  by  moving  the  engine  into  the  upper  eighths  position 
and  then,  after  blocking  the  wheels,  admitting  a  little  steam 
to  the  cylinder. 

"\Ylien  the  boxes  have  been  properly  set,  the  live  wedges 
should  be  run  up 'against  the  boxes  with  a  short  handled 
wrench  so  that  they  may  not  be  set  up  too  tightly. 

As  there  must  be  some  play  between  the  wedges  and  the 
box,  they  will  probably  bind  if  left  in  this  position.  It  is, 
therefore,  necessary  to  relieve  them  a  little.  To  do  this 
make  a  mark  on  the  pedestal  at  the  tops  of  the  live  wedges 
and  then  lower  each  to  them  an  equal  amount,  which  should 
be  about  l/fa  inch.  This  will  make  it  possible  for  the  boxes 
to  play  freely  up  and  down  between  the  wedges  and  yet  not 
be  so  loose  as  to  pound. 

Q.     If  a  wedge  bolt  breaks,  what  is  apt  to  be  the  result? 

A.  The  upward  movement  of  the  box  is  liable  to  catch 
the  wedge  and  carry  it  up  with  it  until  it  is  jammed  and 
stuck. 

Q.     What  should  be  done  with  a  broken  wedge  bolt? 

A.  It  is  sometimes  possible  to  splice  the  two  ends  of  the 
bolt  together  by  screwing  each  of  them  half  way  into  a  nut. 
When  this  cannot  be  done  the  wedge  may  be  held  up  in 
position  by  a  nut  or  piece  of  iron  fastened  beneath  it  with  a 
piece  of  wire. 

Q.  What  -will  be  likely  to  occur  in  case  the  box  is  stuck 
between  the  wedges? 


100 


LOCOMOTIVE  BREAKDOWNS. 


ACCIDENTS  TO  THE  RUNNING  GEAR.  101 

A.  The  first  effect  of  the  fastening  of  the  box  will  be  to 
cause  the  engine  to  ride  very  hard  by  depriving  it  of  the 
action  of  the  springs.  When  the  box  clears  and  lets  go  the 
sudden  release  of  the  frame  will  throw  such  an  excessive 
stress  upon  the  springs  that  they  or  their  hangers  may  be 
broken. 

Q.  Hoiv  may  a  driving  spring  u'ith  a  cracked  leaf  be  pro- 
tected against  breaking? 

A.  Where  a  driving  spring  has  been  weakened  by  the 
cracking  of  a  plate,  and  is  still  strong  enough  to  carry  its 
load  under  ordinary  conditions,  it  may  be  protected  against 
further  fracture  by  partially  blocking  the  equalizer.  This 
can  be  done  by  strapping  a  nut  or  block  to  the  frame  or 
equalizer,  as  shown  in  Fig.  36.  The  stop  piece  A  should 
be  fastened  on  top  of  the  frame  in  such  a  way  that  it  does 
not  touch  the  equalizer  under  ordinary  conditions.  Then,  if 
an  excessive  jar  causes  an  undue  deflection  of  the  spring, 
the  end  of  the  equalizer  striking  this  block  will  relieve  the 
spring  of  the  extra  stress  to  which  it  would  otherwise  be 
subjected,  and  thus  avoid  a  further  break. 

Q.  What  should  be  done  if  a  driving  spring  stirrup  or 
hanger  should  break? 

A.  The  work  to  be  done  is  to  relieve  the  broken  part  of 
the  load  and  so  block  the  frame  that  the  engine  can  be  run. 
In  order  to  do  this  blocking  it  is  necessary  that  the  frame 
should  first  be  raised  from  the  driving  box  over  whicH  the 
break  has  occurred.  This  may  be  done  either  by  jacking  or 
by  running  the  wheels  up  on  wedges  laid  on  the  rails.  The 
former  requires  a  longer  time  and  so.  can  hardly  be  used 


102  LOCOMOTIVE  BREAKDOWNS. 

where  a  broken  engine  is  blocking  the  main  line.  Where 
the  wheels  are  run  up  on  wedges  it  must  be  done  carefully 
as  there  is  always  a  danger  of  derailment. 

If  it  is  the  main  spring  stirrup  or  hanger  that  is  broken, 
on  an  eight-wheeled  (4-4-0)  engine,  a  block  should  be  put 
over  the  rear  box  and  beneath  the  frame  or  wedged  in  be- 
tween the  equalizer  and  the  frame.  The  rear  wheel  is  then 
to  be  run  up  on  the  wedge,  thus  lifting  the  frame  and  reliev- 
ing the  front  or  main  box  of  its  load.  Blocking  should  then 
be  placed  between  the  main  driving  box  and  the  frame  and 
the  rear  wheel  run  down  from  the  wedge.  This  relieves  the 
.equalizer  of  its  load  and  the  main  spring,  with  its  stirrup 
and  hangers,  can  then  be  removed  and  blocking  put  between 
the  equalizer  and  the  frame,  thus  raising  that  bar  up  to  its 
proper  position  with  the  final  blocking  in  position,  as  shown 
in  Fig.  37. 

In  case  of  underhung  springs  the  method  of  procedure  is 
the  same  with  the  exception  that  it  may  be  difficult  to  block 
or  chain  the  equalizer.  Under  these  circumstances  it  may  be 
necessary  to  place  blocking  over  both  boxes  and  remove  all 
of  the  spring  rigging  from  that  side  of  the  engine. 

If  it  is  a  stirrup  or  hanger  of  the  rear  or  trailing  axle 
spring  that  is  broken  the  process  must  be  reversed.  That  is 
to  say  the  front  wheel  should  first  be  run  up  on  the  wedge 
to  relieve  the  rear  boxes  of  the  weight  and  thus  make  it 
possible  to  block  over  that  box. 

When  the  accident  occurs  on  the  main  spring  stirrup  or 
hanger  of  a  mogul  (2-6-0)  or  ten-wheeled  (4-6-0)  engine 
the  weight  can  be  removed  from  the  box  by  running  the 


ACCIDENTS  TO  THE  RUNNING  GEAR.  103 

front  wheel  upon  a  wedge.  If  it  is  at  the  front  or  rear 
spring,  the  main  wheel  should  be  raised. 

The  blocking  of  the  rear  and  main  driver  of  the  mogul 
should  be  done  in  the  same  way  as  that  described  for  the 
eight-wheeled  engine.  If  it  is  at  the  forward  box,  it  may  be 
necessary  to  remove  the  springs  from  both  sides  as  these 
are  equalized  with  the  truck.  Should  it  be  the  hanger  only 
that  is  broken,  the  fractured  part  may  be  replaced  with  a 
chain. 

If  it  is  found  to  be  necessary  to  block  both  of  the  forward 
boxes,  the  intermediate  equalizer  to  the  truck  must  also  be 
blocked,  as  in  Fig.  46. 

The  chief  thing  to  be  borne  in  mind  is,  that  when  the 
stirrup  breaks  blocking  must  be  resorted  to  and  that,  if  the 
break  is  on  a  hanger,  it  is  frequently  possible  to  replace  the 
broken  part  with  a  chain. 

Q.     What  should  be  done  if  a  driving  spring  breaks? 

A.  This  accident  involves  the  same  conditions  and  calls 
for  the  same  treatment  as  that  detailed  in  the  answer  to  the 
question  on  page  91.  It  is  usually  impracticable,  or  at  least 
undesirable,  to  attempt  to  replace  a  broken  driving  spring. 
The  better  way  is  to  remove  all  the  attachments  that  are  liable 
to  shake  loose  and  proceed  to  block  the  engine  in  exactly  the 
same  manner  as  that  prescribed  for  a  broken  spring  stirrup 
or  hanger. 

Q.  If  the  spring  of  the  main  driving  box  of  a  ten-wheeled 
(4-6-0)  locomotive  breaks  how  should  the  blocking  be 
placed? 

A.     Where  the  springs  are  over  the  boxes  the  equalizers 


IO4 


LOCOMOTIVE  BREAKDOWNS. 


ACCIDENTS  TO  THE  RUNNING  GEAR. 


105 


are  usually  between  the  rails  of  the  frame.  First  put  a  block 
in  between  the  top  of  the  main  box  and  the  frame  and  run 
the  driver  up  on  a  wedge  so  as  to  relieve  the  front  and  back 
wheels  of  a  portion  of  the  weight.  Then  raise  the  ends  of 
the  equalizers  and  put  blocks  in  between  their  inner  ends 
and  the  lower  rail  of  the  frame,  as  shown  in  Fig.  38.  Then 
run  the  main  wheel  off  from  the  wedge  and  the  forward 
driver  up  on  it.  This  will  relieve  the  main  box  of  the  load 
and  make  it  possible  to  put  in  a  thicker  block  so  as  to  raise 


FIG/  39. — METHOD  OF  CHAINING  FOUR-WHEELED  TRUCK 
FRAME  WITH  A  BROKEN  FRONT  AXLE. 

the  frame  more  nearly  to  its  original  height.  When  this 
has  been  done  the  wedge  under  the  forward  wheel  may  be 
removed  and  the  engine  is  ready  to  proceed. 

Q.  What  should  be  done  if  an  axle  under  a  front  four- 
wheeled  truck  breaks? 

A.  The  end  of  the  truck  where  the  break  has  taken  place 
should  be  jacked  up  and  the  wheels  with  the  broken  axle,  the 
boxes  and  other  parts  likely  to  shake  loose  removed.  The 
end  of  the  truck  so  raised  should  then  be  chained  securely 
to  the  frames,  as  shown  in  Fig.  39,  after  which  the  engine 
may  be  slowly  run  to  the  terminal. 


TO6 


LOCOMOTIVE  UKEAKDOW  N  s. 


ACCIDENTS  TO  THE  RUNNING  GEAR.  107 

Q.  What  should  be  done  if  the  truck  axle  of  a  consoli- 
dation or  mogul  engine  breaks? 

A.  The  front  end  of  the  engine  should  be  jacked  up  and 
the  truck  removed.  This  is  facilitated  by  taking  down  the  pi- 
lot or  front  step.  While  the  front  end  is  thus  raised,  the  for- 
ward spring  stirrups  should  be  removed  and  blocking  placed 
beneath  the  frames  on  top  of  the  oil  boxes,  as  shown  in  Fig. 
40.  This  will  keep  the  front  end  of  the  engine  up  and  at 
the  same  time  put  the  load  previously  divided  between  the 
truck  and  the  front  driving  wheel  entirely  on  the  latter. 
It  may  also  be  found  to  be  necessary  to  remove  the  springs 
to  prevent  them  from  shaking  loose. 

After  the  engine  has  been  thus  blocked  it  may  be  run 
slowly  and  carefully  to  the  terminal,  keeping  it  in  mind  that 
the  forward  axle  is  carrying  an  excessive  load  and  is  liable 
to  heat. 

Q.  What  precaution  should  be  taken  in  the  inspection  of 
the  running  gear  to  avoid  accidents  upon  the  road? 

A.  The  springs,  spring  hangers  and  equalizers  should 
be  carefully  examined  for  incipient  cracks  and  flaws,  and 
the  tires,  for  any  indication  of  looseness.  As  soon  as  any 
such  defects  appear  they  should  be  remedied  at  once,  as 
the  running  stress  will  be  very  apt  to  increase  them  and 
make  them  dangerous.  In  the  matter  of  axles,  the  breakage 
usually  occurs  next  to  the  wheel  on  the  inside,  where  it  is 
impossible  to  inspect.  Safety  here  lies  in  using  ample 
strength  at  the  start  and  limiting  the  life  of  the  axle  to  what 
it  is  known  it  will  stand. 


CHAPTER  VII. 
Truck  and  Frame  Accidents. 

Q.  How  can  the  truck  of  a  mogul  or  consolidation  engine 
be  removed? 

A.  First  disconnect  .ne  radius  bar  and  then  block  up  the 
front  end  of  the  engine  to  a  height  sufficient  to  permit  the 
removal  of  the  center  pin  from  the  bearing.  The  truck  can 
then  be  removed. 

It  will  depend  somewhat  on  the  construction  of  the  engine 
as  to  what  should  be  done  in  the  blocking  of  the  equalizer. 
If  this  is  so  proportioned  that  the  rear  end  will  strike  the 
boiler  before  the  front  end  will  come  down  to  the  rails  it 
will  need  no  blocking.  If  this  will  not  occur  it  may  be 
blocked  down  at  the  back,  or,  better  still,  chained  up  at  the 
front  by  a  chain  passing  through  the  center  pin  bearing,  as 
shown  in  Fig.  40. 

Q.  Is  it  not  possible  to  run  the  engine  zvith  a  broken 
truck  axle  nnthout  removing  the  same  from  the  frame? 

A.  If  the  axle  is  broken  outside  the  box,  it  may  be  pos- 
sible to  raise  that  corner  of  the  truck  where  the  break  has 
occurred  and  by  chaining  it  well  up  cause  the  remaining 
wheel  to  hug  the  rail.  In  this  way  the  engine  may  be  run 
slowly  and  carefully  without  removing  the  broken  axle. 
This  applies  only  to  four-wheeled  trucks,  as  it  would  be 
hazardous  to  attempt  to  run  a  pony- truck  in  this  condition 
(see  Fig.  39). 

1 08 


TRUCK  AND  FRAME  ACCIDENTS. 


109 


no  LOCOMOTIVE  BREAKDOWNS. 

Q.  What  should  be  done  when  an  engine  truck  frame  is 
broken? 

A.  As  in  many  other  cases  the  method  to  be  followed 
will  depend  somewhat  upon  the  nature  of  the  break.  If  the 
frame  of  a  four-wheeled  truck  is  broken  between  the  bolster 
and  the  equalizer  springs  it  may  be  possible  to  run  it.  First 
jack  up  the  engine  to  relieve  the  truck  of  the  weight,  and 
then  block  -up  the  center  of  the  frame  with  blocking  resting 
on  the  equalizers,  as  shown  in  Fig.  42.  The  weight  can  then 


maw- 


FIG.  42. — OUTLINE  OF  METHOD  OF  BLOCKING  FOUR-WHEELED 
TRUCK  WITH  BROKEN  FRAME. 

be  lowered  to  rest  on  the  center  plate,  and  the  engine  run 
carefully  to  the  terminal. 

Q.  What  should  be  done  when  the  pony  truck  frame 
under  a  consolidation  or  mogul  engine  breaks? 

A.  As  this  frame  corresponds  to  the  transom  of  a  four- 
wheeled  truck  frame,  it  will  take  less  time  and  be  far  safer 
to  remove  the  truck  from  the  engine  as  described  in  the 
answer  to  the  question  on  page  98,  than  it  will  to  attempt  to 
splice  the  frame. 

Q.  What  can  be  done  in  case  a  spring  hanger  of  an 
engine  truck  breaks? 


TRUCK  AND  FRAME  ACCIDENTS.  1 1 1 

A.  The  broken  part  can  usually  be  replaced  by  a  chain. 
The  bolster  or  frame  should  be  jacked  up  above  its  normal 
position  and  the  spring  chained  fast,  as  shown  in  Fig.  43. 
The  imposition  of  the  load  and  the  slipping  of  the  chain  will 
usually  let  it  come  back  to  its  proper  place.  The  engine 
should  be  run  slowly  and  carefully. 

Q.  What  should  be  done  in  case  of  a  breakage  of  a  tran- 
som of  a.  four-wheeled  engine  truck? 

A.     It  is  usually  possible  to  chain  the  bolster,  or,  in  case 


FIG.  43. — METHOD  OP  CHAINING  FOUR-WHEELED  TRUCK 
WITH  BROKEN  SPRING  HANGER. 

of  a  rigid  truck,  the  broken  part  to  a  piece  of  rail  laid  across 
the  top  of  the  frame.  Where  a  piece  of  rail  of  the  proper 
length  is  not  available,  the  end  of  the  bolster  may  be  chained 
to  the  frame,  or,  with  a  rigid  truck,  a  heavy  stick  of  timber 
may  be  laid  across  on  top  of  the  equalizers  to  carry  the  load. 

Q.     What  should  be  done  with  a  broken  truck  wheel? 

A.  If  it  is  a  rear  wheel  of  a  four-wheeled  truck,  it  may 
be  chained  to  a  piece  of  rail  or  timber  laid  across  the  top 
of  the  truck  in  such  a  way  as  to  prevent  it  from  turning. 
The  engine  may  then  be  moved  with  the  wheels  sliding. 


ii2  LOCOMOTIVE  BREAKDOWNS. 

If  it  is  a  forward  wheel  that  is  broken,  the  same  method 
may  be  followed  to  move  the  engine  to  a  siding  to  clear  the 
track.  After  which,  if  a  fresh  pair  of  wheels  to  replace  the 
broken  ones  are  not  available  the  truck  should  be  taken  out 
and  turned  around,  and  then,  with  the  disabled  wheels  re- 
moved, chained  to  the  frame  in  the  same  manner  as  described 
for  a  broken  axle  in  the  answer  to  the  question  on  page  95. 

Q.  What  should  be  done  in  case  the  center  pin  of  a  pony 
truck  breaks? 

A.  The  front  end  of  the  engine  should  be  jacked  up  so 
as  to  relieve  the  equalizer  of  all  load.  The  back  end  of  this 
equalizer  should  then  be  blocked  down,  as  in  Fig.  46,  so 
that  the  front  end  cannot  strike  the  _axle.  After  which  the 
jacks  can  be  removed  and  the  engine  run  cautiously  with 
the  full  train.  The  reason  for  slow  and  cautious  running  in 
this  case  is  that  the  front  truck  being  entirely  relieved  of 
all  load  would  be  apt  to  leave  the  rails  if  the  speed  were 
high. 

Q.  What  should  be  done  in  case  an  engine  truck  center 
casting  breaks? 

A.  If  the  breakage  occurs  upon  a  four-wheeled  truck' it 
will  usually  be  possible  to  block  it  up  with  pieces  of  rail  or 
timber  placed  across  the  tops  of  the  equalizers. 

Should  the  accident  occur  on  a  pony  truck  the  blocking 
may  be  put  between  the  top  of  the  truck  frame  and  the 
engine  frame. 

In  either  case,  when  the  engine  is  so  blocked,  the  truck 
will  not  swing  readily  beneath  it,  and  so  there  will  be  a 
constant  danger  of  derailment  on  curves.  Consequently,  the 


TRUCK  AND  FRAME  ACCIDENTS.  TT3 

engine  should  be  run  slowly  and  carefully  to  the  shops  or 
terminal. 

Q.  What  should  be  done  when  an  engine  truck  spring 
breaks? 

A.  The  front  end  of  the  engine  should  be  raised  and  the 
truck  frame  blocked  up  over  the  equalizers,  as  shown  in  Fig. 
44.  The  blocking  should  be  put  over  the  equalizers  because 
if  it  is  put  on  the  axle  boxes,  the  increased  stress  put  upon 


FIG.  44. — METHOD  OF  BLOCKING  ENGINE  TRUCK  FRAME 
WITH  BROKEN  SPRING. 

the  frame  on  account  of  the  greater  distance  of  the  support 
from  the  center  may  cause  the  frame  to  bend. 

If,  however,  the  breakage  is  that  of  a  spring  on  the  pony 
truck  of  a  mogul  or  consolidation  engine,  the  truck  may  be 
jacked  up  and  blocking  inserted  between  the  oil  box  and  the 
frame. 

Q.     What  should  be  done  ivhen  an  equaliser  breaks? 

A.  The  engine  must  first  be  raised,  as  in  the  case  of  a 
broken  spring  stirrup  or  hanger,  page  91.  This  can  usually 
best  be  done  with  a  broken  equalizer  by  jacking  up  the  back 
end  of  the  frame  on  the  side  where  the  break  has  occurred. 
All  parts  likely  to  shake  loose  must  then  be  removed,  and 


ii4  LOCOMOTIVE  BREAKDOWNS. 

blocking  placed  over  both  axle  boxes  next  the  equalizer  to 
carry  the  frame,  as  shown  in  Fig.  45. 

If  the  break  has  taken  place  near  the  end  of  the  equalizer 
it  may  be  possible  to  block  under  that  end  in  the  same  way 
as  in  Fig.  37,  and  thus  avoid  the  necessity  of  blocking  over 
one  of  the  axle  boxes. 

If  the  equalizer  is  below  the  frame  it  may  be  possible  to 
apply  the  same  remedy ;  chaining  the  end  of  the  equalizer 
instead  of  blocking  it,  in  the  same  way  as  in  Fig.  32. 

Q.     What  must  be  done  when  an  equalizer  stand  breaks? 

A.  If  it  is  the  stand  itself  that  is  broken  the  same  remedy 
must  be  applied  as  in  the  case  of  a  broken  equalizer  (see 
previous  question).  Should  it  be  merely  the  bolts  that  have 
given  way,  it  may  be  possible  to  jack  the  engine  so  as  to 
relieve  the  stand  of  its  load  and  then  re  fasten  it  in  position 
by  other  bolts. 

0.  What  should  be  done  if  a  cross  equalizer  on  a  mogul 
engine  is  broken? 

A.  Jack  up  the  front  end  of  the  engine  and  put  blocking 
over  the  forward  driving  axle  boxes  to  carry  the  frame. 
Also  remove  the  springs  and  the  broken  part  and  block  the 
intermediate  equalizer  down,  as  shown  in  Fig.  46.  Or,  as 
an  alternative,  the  blocking  over  the  axle  box  may  be 
omitted  and  the  forward  end  of  the  driving  spring  chained 
down  to  the  frame,  as  shown  in  Fig.  47,  provided  there 
is  room  for  the  passage  of  the  chain  back  of  the  driving 
wheel.  The  blocking  of  the  equalizer  may  be  left  as  de- 
scribed. 

Q.  What  should  be  done  when  the  intermediate  equalizer 
of  a  mogul  engine  is  broken ? 


TRUCK  AND  FRAME  ACCIDENTS. 


n6 


LOCOMOTIVE  BREAKDOWNS. 


A.  The  front  end  of  the  engine  should  be  raised  and 
blocking  be  placed  either  over  the  forward  axle  box,  as 
shown  in  Fig.  46,  for  a  broken  cross  equalizer ;  or  above 
the  cross  equalizer  and  beneath  the  boiler,  thus  holding  the 
former  down  in  position.  The  broken  part  is,  of  course,  to 
be  removed. 

Under  the  conditions  the  truck  is  relieved  of  its  load  and 


<^_J 

1 

f          ^ 

1 

1 

FIG.   47.— AN  ALTERNATIVE  METHOD  OF   BLOCKING  A  MO- 
GUL OR  CONSOLIDATION   LOCOMOTIVE   WITH   A    BROKEN 
CROSS  EQUALIZER. 

the  engine  should  be  run  slowly  and  cautiously  for  the 
reasons  set  forth  in  the  answer  on  page  102. 

Q.     What  should  be  done  if  an  engine  frame  breaks? 

A.  There  is  really  no  repairing  that  can  or  need  be  done 
upon  the  road.  The  frame  is  intended  to  carry  the  working 
parts  of  the  engine  and  sustain  the  stresses  incident  to  the 
work  performed.  It  is,  however,  supplemented  by  the  boiler 
and  its  connections,  as  well  as  by  its  own  construction,  in 
that  it  usually  consists  of  two  rails.  These  are  ordinarily 
sufficient  to  make  it  possible  to  run  the  engine  without  dan- 


TRUCK  AND  FRAME  ACCIDENTS.  117 

ger  of  further  injury;  provided  the  speed  is  low  and  without 
making  any  changes  in  the  parts. 

It  is  well  under  these  conditions  to  give  up  at  least  a  por- 
tion of  the  train,  and  under  no  circumstances  should  another 
engine  he  allowed  to  pull  one  so  disabled  when  there  ~  is  a 
train  behind  the  latter. 

Q.  If  an  equalizer  is  bent  or  cracked,  hoiv  can  it  be  pro- 
tected from  further  damage? 

A.  If  the  bend  or  crack  is  at  the  center  of  the  bar,  the 
only  relief  that  can  be  effected  will  be  to  remove  the  bar  or 
chain  the  ends  of  the  springs  to  the  frames,  thus  destroying 
its  action,  just  as  when  it  is  broken.  If  the  injury  is  at  a 
distance  from  the  center,  the  spring  hanger  at  that  end  should 
be  removed  and  the  spring  chained  to  the  frame,  while  a 
blocking  may  be  put  between  the  frame  and  the  bar  to  pre- 
vent motion.  This  blocking  should,  of  course,  be  placed 
between  the  place  where  the  weakness  has  developed  and 
the  post.  This  also  destroys  the  action  of  the  equalizer  as 
such,  and  need  only  be  employed  when  there  is  danger  of  an 
immediate  rupture.  It  may  be  added  that  such  defects 
rarely  appear  in  the  body  of  the  rod,  but  are  usually  found 
at  the  center  and  ends;  where  the  greater  portion  of  the 
stresses  are  carried  and  the  equalizer  is  weakened  by  the 
slots  for  the  posts  and  hangers. 


CHAPTER  VIII. 
Boiler  Troubles. 

Q.  W hat  are  the  principal  causes  of  water  being  carried 
oi'er  into  the  cylinders  from  the  boiler? 

A.     Priming  and  foaming. 

Q.     What  is  the  difference  between  foaming  and  priming? 

A.  Foaming  is  caused  by  the  presence  of  some  foreign 
substances  in  the  water,  such  as  alkali  or  oil,  whereby  a 
soapy  mixture  is  formed  that  is  very  light.  There  are  many 
other  substances  besides  the  two  named  that  may  cause  this 
foaming,  such  as  cornmeal,  that  is  sometimes  used  to  stop 
leaks,  and  mud. 

Priming  usually  takes  place  where  the  boiler  is  being 
forced  or  where  the  steam  space  is  too  small  to  accommodate 
the  amount  being  generated.  This  causes  the  steam,  as  it 
rises  from  the  water,  to  carry  the  latter  with  it  and  over  into 
the  cylinders.  This  phenomenon  may  also  be  caused  by  de- 
fective circulation,  whereby  the  steam  does  not  have  room  to 
pass  through  the  water  but  drives  the  latter  ahead  of  it  as  it 
moves  through  narrow  and  contracted  spaces. 

Q.     Hoiv  can  the  foaming  of  the  boiler  be  detected? 

A.  Ordinarily  the  first  indication  of  foaming  is  the  ap- 
pearance of  water  at  the  top  of  the  stack.  When  this  hap- 
pens the  first  thing  to  be  done  is  to  shut  off  steam  and  allow 
the  water  to  settle.  If,  then,  there  are  three  gauges  of 
water,  the  trouble  will  probably  be  found  to  be  due  to  too 
much  water  in  the  boiler.  If,  on  the  other  hand,  the  water 

118 


BOILER  TROUBLES.  119 

settles  down  so  that  there  is  only  one  gauge  of  water,  or  not 
even  that,  foaming  will  undoubtedly  be  the  trouble.  Foam- 
ing also  manifests  itself  by  the  whitish  appearance  of  the 
steam  as  it  escapes  from  the  stack,  cylinder  cocks  or  water 
gauges,  as  well  as  by  the  sound  which  it  makes  when  issuing 
from  the  latter.  It  does  not  make  the  clear  whistling  noise 
of  steam  nor  the  rushing  noise  of  water,  but  a  choked  flutter. 

Q.  When  it  has  been  determined  that  the  boiler  is  foam- 
ing what  should  be  done? 

A.  The  cylinder  cocks  should  be  opened  so  as  to  pre- 
vent the  knocking  off  of  the  cylinder  heads  as  the  result  of 
the  entrained  water.  The  surface  blow-off,  if  there  is  one, 
should  be  opened.  The  left  injector,  as  well  as  the  right, 
should  be  put  to  work  to  raise  the  water  level.  Steam  should 
be  shut  off  at  frequent  intervals,  and  the  water  allowed  to 
settle,  so  that  its  true  level  may  be  known  and  not  allowed 
to  rise  too  high  or  fall  too  low,  and  the  speed  should  be 
reduced  if  necessary. 

On  reaching  the  first  stop,  enough  solid  water  should  be 
in  the  boiler  to  permit  it  to  be  blown  down  for  two  gauges. 

Q.     What  should  be  done  when  a  boiler  is  priming? 

A.  The  injector  should  be  shut  off  and  the  water  level 
lowered  and  the  fire  checked  so  as  to  lessen  the  rate  of  evap- 
oration. 

Q.  How  can  the  foaming  of  oily  ivatcr  be  cheeked  or 
stopped? 

A.  A  piece  of  sulphate  of  copper  or  blue  vitriol  placed  in 
the  supply  pipe  will  frequently  stop  foaming  due  to  oil  or 
grease,  provided  no  alkali  has  previously  been  put  in  the 


120  LOCOMOTIVE  BREAKDOWNS. 

water.  The  blue  vitriol  can  be  obtained  at  any  local  tele- 
graph office. 

As  soon,  however,  as  a  water  station  is  reached,  the  tank 
should  be  allowed  to  overflow  freely,  so  that  the  oil  which 
rises  to  the  top  of  the  water  may  be  swept  away.  This 
method  of  getting  rid  of  the  oil  is  further  facilitated  by  put- 
ting on  the  heater  at  the  same  time. 

Q.  If  the  water  in  a  boiler  falls  so  low  as  to  leave  tlie 
crown  sheet  uncovered,  what  should  be  done? 

A.  The  engine  should  be  stopped  and  the  fire  banked 
with  earth  so  as  to  prevent  the  crownsheet  from  being 
burned.  After  the  boiler  has  cooled  somewhat  and  the 
steam  pressure  has  fallen,  the  injector  may  be  started  and  the 
water  level  raised.  When  water  appears  at  the  first  gauge, 
the  fire  may  be  cleaned  and  the  run  resumed. 

Q.  //•  the  boiler  is  fitted  with  a  fusible  plug  that  is  melted 
on  account  of  the  water  falling  to  too  loiv  a  level,  ivhat 
should  be  done? 

A.  This  will  put  out  the  fire  and  disable  the  engine.  It 
only  remains  to  protect  the  train  and  prepare  to  be  towed  in. 

If,  however,  another  fusible  or  solid  plug  is  available,  this 
may  be  put  in  place  after  the  sieam  pressure  has  been  low- 
ered, and  the  boiler  again  filled  through  the  safety  valve, 
after  which  the  fire  may  be  rekindled.  As  this  involves  the 
consumption  of  an  excessive  length  of  time,  it  is  usually  out 
of  the  question  to  consider  it. 

Q.     What  should  be  done  if  a  flue  is  leaking  badly? 

A.  If  the  leak  is  at  the  tube  sheet  where  the  tube  is  ex- 
panded into  place,  nothing  can  be  done  upon  the  road.  If, 


BOILER  TROUBLES.  121 

however,  the  leak  is  due  to  a  defective  tube,  and  water  is 
blowing  through  to  the  firebox,  it  may  be  plugged.  This 
can  be  done  by  cutting  the  end  of  a  pole  into  the  shape  of  a 
plug  that  will  fit  the  interior  of  the  tube,  and  practically 
cutting  it  off  so  that  the  pole  can  be  easily  broken  at  that 
point,  as  shown  in  Fig.  48.  This  plug  is  then  inserted  in  the 
end  of  the  tube  and  driven  home,  after  which  the  pole  is 
broken,  at  the  partially'  severed  point,  leaving  the  plug  in 
position  as  shown  in  Fig.  49.  The  part  of  the  plug  project- 
ing into  the  firebox  will  be  burned  off,  but  the  body,  being 


FIG.  48. — POLE  SHARPENED        FIG.  49. — A  PLUGGED 
FOR  PLUGGING  TUBE  AND  TUBE. 

READY  EOR  INSERTION. 

protected  by  the  tube,  will  usually  hold  in  position  until  the 
end  of  the  run  is  reached.  This  causes  the  leaking  steam  and 
water  to  go  into  the  smokebox,  whence  it  is  carried  away 
by  the  exhaust. 

There  are  plugs  especially  made  for  doing  this  work,  but 
they  are  not  ordinarily  supplied  to  locomotives.  An  exam- 
ple of  this  type  of  plug  is  shown  in  Fig.  50.  This  is  known 
as  the  Morgan  tube  stopper  and  can  only  be  applied  when 
the  engine  is  cool.  It  consists  of  a  cap  that  sets  down 
over  the  end  of  the  tube,  and  is  held  in  position  by  a  bolt 
running  through  to  a  similar  cap  al  the  other  end  of  the 


122 


LOCOMOTIVE  BREAKDOWNS. 


tube.  These  stoppers  are  extensively  used  at  sea,  but  their 
application  to  locomotive  work  is  quite  limited. 

Q.  If,  in  blowing  dozvn  the  boiler  in  accordance  with  the 
answer  to  the  question  on  page  /op,  the  blow-off  cock  should 
become  clogged  so  that  it  cannot  be  closed,  what  should  be 
done? 

A.     Such  a  condition  will  probably  result  in  the  empty- 


FIG.  50. — THE  MORGAN"  TUBE  STOPPER. 

ing  of  the  boiler  to  such  an  extent  as  to  lay  bare  the  crown- 
sheet  of  the  firebox  to  the  action  of  the  fire.  The  fire  should, 
therefore,  be  drawn  at  once.  If  the  bed  of  coals  happens  to 
be  thin  at  the  time,  it  may  be  possible  to  draw  it  away  from 
the  firebox  sheets  and  heap  it  up  on  the  center  of  the  grates 
and  then  deaden  the  whole  by  shoveling  in  damp  earth,  thus 
choking  the  fire  and  keeping  the  incandescent  coal  away 
from  the  sheets,  so  as  to  avoid  all  possibility  of  burning. 


BOILER  TROUBLES.  123 

Q.  In  case  the  drop  grate  on  a  locomotive  having  a  shal- 
low ash  pan  should  become  broken  or  burned  out,  what 
should  be  done? 

A.  The  fire  should  be  drawn  back  off  from  the  broken 
part  and  the  space  beneath  filled  up  to  the  level  with  the 
top  of  the  grates  with  stones.  The  coal  should  be  thrown  on 
over  it,  that  an  excessive  amount  of  air  may  not  be  drawn 
up  through  the  air  space  between  the  stones. 

Q.  If  the  drop  grate  on  an  engine  having  a  deep  hopper 
ash  pan  should  be  broken  or  burned,  what  should  be  done? 

A.  The  engine  should  be  run  to  the  first  point  where  a 
supply  of  splice  bars  or  other  short  lengths  of  iron  or  steel 
can  be  obtained,  and  after  pulling  back  the  fire,  these  may 
be  used  to  bridge  the  opening  and  form  a  grate  to  carry 
the  fire  to  destination. 

Q.  How  can  leaky  joints  in  the  exhaust  pipe  of  a  loco- 
awtii'c  be  located? 

A..  This  is  not  a  serious  defect,  nor  is  it  one  that  will 
require  any  attention  upon  the  road.  Where  the  air  brake 
pump  exhausts  into  the  passages  of  the  saddle,  a  leak  may  be 
located  by  plugging  or  blocking  the  nozzle  and  starting  the 
pump  with  an  angle  cock  open  so  that  no  pressure  will  ac- 
cumulate in  the  main  reservoir.  The  pressure  of  the  ex- 
haust, that  will  be  choked  by  the  plug  in  the  nozzle,  will 
cause  the  steam  to  escape  from  any  leaks  that  may  exist  in 
the  passages  or  pipes. 

If  the  air  pump  does  not  exhaust  into  these  passages,  it 
will  be  exceedingly  difficult  to  make  a  proper  examination. 
Tt  may,  however,  be  done  when  the  steam  is  low,  with  a 
pressure  of  from  25  to  30  pounds. 


124  LOCOMOTIVE  BREAKDOWNS. 

The  nozzle  should  be  plugged  as  before,  and  the  wheels 
thoroughly  well  blocked.  The  throttle  may  then  be  opened 
a  little  and  the  reverse  lever  moved  backward  and  forward. 
This  will  put  a  pressure  in  the  exhaust  pipes  and  passages 
that  will  escape  from  the  leaks  if  there  are  any. 

Q.  What  is  the  best  time  to  inspect  an  engine  for  leaky 
steam  pipes  in  the  front  end? 

A.  It  is  well  to  do  this  after  the  fire  has  been  drawn  and 
the. boiler  allowed  to  cool,  so  that  the  temperature  of  the 
front  end  has  fallen  considerably  below  that  existing  there 
when  the  engine  is  at  work  or  just  in  from  a  run.  This 
will  make  it  possible  to  see  where  the  leaks  are  much  more 
easily  than  when  everything  is  hot,  since,  under  the  latter 
conditions,  the  escaping  steam  is  taken  up  by  the  hot  air  and 
cannot  be  seen  as  readily  as  when  the  boiler  is  cooler,  neither 
is  it  possible  for  the  inspector  to  examine  the  suspected 
parts  as  closely. 

Q.  Is  there  any  danger  in  allowing  boilers  to  stand  under 
pressure? 

A.  The  evidence  on  this  point  is  not  altogether  conclu- 
sive, as  it  has  not  yet  been  positively  ascertained  exactly 
what  occurs  inside  of  a  boiler  when  an  explosion  does  take 
place  after  the  boiler  has  been  standing  under  pressure 
for  a  time.  The  following  phenomena  have,  however,  been 
observed : 

Water  that  has  been  in  a  boiler  until  the  air  has  been  ex- 
pelled and  then  allowed  to  cool  and  become  quiet,  can  be 
heated  in  the  open  air  to  a  temperature  considerably  above 
the  boiling  point  before  ebullition  will  take  place.  Water 


BOILER  TROUBLES.  125 

so  superheated  will  burst  at  once  into  a  violent  state  of  ebul- 
lition that  amounts  almost  to  an  explosive  energy,  if  the 
vessel  containing  it  is  subjected  to  jars  or  shocks.  It  is  a 
common  occurrence  for  boilers  to  explode  at  the  instant 
of  the  opening  of  the  throttle  after  they  have  been  standing 
for  a  time. 

The  conclusion  that  has  been  drawn  from  this  series  of 
observed  phenomena  is  that,  the  boiler  having  been  quietly 
standing  under  pressure,  the  water  has  become  superheated, 
and  then,  when  the  throttle  is  opened,  the  outflow  of  steam 
causes  a  disturbance  of  the  water  resulting  in  a  sudden  liber- 
ation of  steam  with  a  correspondingly  sudden  increase  of 
pressure.  This  increase  of  pressure,  though  comparatively 
slight,  but  acting,  as  it  does,  like  a  blow  upon  the  sheets,  may 
be  sufficient  to  cause  a  weak  section  to  give  way,  thus  pro- 
ducing an  explosion  that  would  not  have  occurred  had  the 
boiler  been  in  first  class  condition. 

Q.  Does  the  form  of  the  seams  of  a  boiler  have  any  ef- 
fect upon  the  rate  of  deterioration  of  the  sheets? 

A.  Yes,  a  -very  decided  effect.  A  seam  should  be  so  con- 
structed that  the  application  or  removal  of  pressure  from  a 
boiler  should  have  no  effect  upon  the  shape  of  the  metal  of 
which  the  seam  is  formed.  That  is  to  say,  the  variation  of 
the  pressure  should  have  no  tendency  to  cause  a  bending  of 
the  metal.  Thus  the  old  fashioned  lap -seam,  Fig.  51,  is  of 
such  a  character  that,  when  pressure  is  applied  to  the  boiler, 
there  is  a  tendency  to  bend  the  sheet  at  a.  A  continued  repe- 
tition of  the  load  frequently  causes  grooving  and  subsequent 
fracture  at  that  point. 


126  LOCOMOTIVE  BREAKDOWNS. 

On  the  other  hand,  with  the  welt  seams,  Fig.  52,  there  is 
no  such  tendency  to  bend  the  metal. 

Q.  Is  there  any  danger  in  making  repairs  while  pressure 
is  upon  the  boiler? 

A.     It  is  inadvisable  to  do  this  because,  if  the  metal  is 


a 
FIG.  51. — LAP  SRAM. 

grooved  or  weakened  in  any  way,  the  jar  due  to  the  use  of 
a  hammer  or  calking  tool  may  start  a  crack  that  will  precipi- 
tate an  explosion.  It  is  a  safe  rule  to  follow  that  all  repairs 
should  be  made  on  a  cold  boiler. 

Q.     What  should  be  done  if  a  sheet  cracks? 

A.  Cracked  sheets  are  not  uncommon  in  locomotive 
boilers.  The  places  where  such  cracks  most  commonly  ap- 


FIG.  52.— A  WELT  SEAM. 

pear  are  the  throat  sheet,  the  tube  sheet  and  the  side  sheets 
of  the  firebox.  The  cracking  of  a  sheet  does  not  necessarily 
mean  that  an  explosion  is  imminent.  On  the  other  hand, 
the  very  fact  that  the  crack  was  not  followed  instantly  by 
an  explosion  is  a  warrant  that  it  is  not  threatened  imme- 
diately. However,  the  crack  does  indicate  a  weakness  of  the 
boiler,  and  the  pressure  should  be  at  once  reduced. 


BOILER  TROUBLES.  127 

This  can  best  be  done  by  throwing  earth  in  on  the  fire  and 
starting  the  injector.  A  careful  inspection  should  be  made 
to  determine  the  extent  of  the  injury,  and  the  continued 
movement  of  the  engine  or  train  should  depend  upon  the 
extent  of  damage  sustained  and  the  likelihood  of  an  increase 
of  the  same. 

Q.     What  'should  be  done  in  the  case  of  a  blistered  sheet? 

A.  Blistered  sheets  are  not  as  common  in  steel  as  they 
were  in  iron  on  account  of  the  greater  homogeneity  of  the 
former  metal. 

Blisters  occur  in  the  firebox  where  the  plates  are  subjected 
to  the  direct  action  of  the  fire.  They  are  of  the  same  shape 
as  a  blister  upon  the  hand  and  are  of  all  sizes  from  that  of  a 
five  cent  piece  up  to  a  foot  or  more  across.  They  have  the 
same  shape,  but  should  not  be  confused  with  bagging  or 
sagging.  When  a  blister  forms  the  same  precautions  should 
be  taken  as  in  the  case  of  a  cracked  sheet.  If  inspection 
shows  that  the  blister  is  not  large  and  has  not  raised  away 
from  the  sheet  over  an  area  measuring  more  than  two  or 
three  inches  across,  the  engine  may  proceed  under  reduced 
pressure,  but  repairs  should  be  made  before  it  is  again  sent 
out  upon  the  road. 

Q.  What  is  tihe  progressive  action  of  a  steam  boiler  ex- 
plosion ? 

A.  The  initial  rupture  takes  place  at  some  point  of  weak- 
ness  of  the  structure,  which  opens  sufficiently  to  permit  of 
the  outpouring  of  a  considerable  quantity  of  the  contained 
steam  and  water.  These  contents  rush  out  with  a  tremen- 
dous velocity  under  the  influence  of  the  pressure  existing 


128  LOCOMOTIVE  BREAKDOWNS. 

within.  The  impact  of  this  rapidly  moving  mass  against 
the  surfaces  and  edges  of  the  already  weakened  part  pro- 
duces stresses  far  in  excess  of  those  existing  before  the 
initial  rupture  took  place.  The  result  is  that,  in  an  incon- 
ceivably short  space  of  time,  the  sheets  are  torn  asunder, 
and  the  reaction  of  the  expanding  steam  on  the  unsupported 
plates  of  the  boiler  hurls  the  latter  from  its  setting,  spread- 
ing death  and  destruction,  and  the  explosion  is  an  accom- 
plished fact. 

The  rupture  usually  follows  lines  of  weakness  previously 
existing  in  the  sheets  either  as  the  result  of  deterioration  or 
of  construction.  Thus  it  will  follow  groovings  along  a  lap, 
the  line  of  rivet  holes  of  a  seam,  or  the  edge  of  a  welt 
where  there  is  a  chance  for  the  sheet  to  make  a  short  bend 
and  tear  like  paper  along  the  edge  of  a  ruler. 

Q.  What  is  the  source  of  the  energy  set  free  in  boiler  ex- 
plosions and  what  is  its  magnitude? 

A.  The  source  of  the  energy  displayed  in  boiler  explo- 
sions is  the  heat  stored  in  the  contained  water.  Other  things 
being  equal,  the  greater  the  quantity  of  water  held  by  the 
boiler  the  greater  will  be  the  effects  of  the  explosion.  The 
water  is  heated  to  a  temperature  corresponding  to  the  pres- 
sure of  the  steam.  Thus,  if  the  pressure  is  180  pounds  per 
square  inch,  the  temperature  of  the  steam  and  water  will  be 
380  degrees  Fahr.,  or  168  degrees  more  than  the  temperature 
of  water  boiling  in  the  open  air.  To  convert  water  of  212 
degrees  Fahr.  into  steam  having  the  tension  of  the  atmos- 
phere requires  an  addition  of  about  965.0  heat  units.  Hence, 
if  a  pound  of  water  at  a  temperature  of  380  degrees  be  cooled 


BOILER  TROUBLES.  129 

to  212,  1 68  heat  units  will  be  set  free,  or  enough  to  evap- 
orate 17  per  cent,  of  the  water  into  steam  having  the  tension 
of  the  atmosphere. 

This  is  exactly  what  takes  place  in  a  boiler  explosion. 
The  restraint  upon  the  expansiveness  of  the  steam  having 
been  removed,  a  portion  of  the  water  flashes  into  steam 
and  this,  expanding  to  atmospheric  pressure,  causes  the 
parts  of  the  fractured  boiler  and  adjacent  objects  to  be 
hurled  in  all  directions. 

Considering  the  subject  from  another  point  of  view,  name- 
ly, the  amount  of  energy  set  free  by  the  explosion  of  a  loco- 
motive boiler.  Take  a  boiler  containing  2,400  gallons,  or 
20,000  pounds  of  water,  at  a  temperature  corresponding  to  a 
pressure  of  180  pounds  per  square  inch.  In  cooling  down 
to  212  degrees,  each  pound  liberates  168  heat  units  or  a  total 
of  3,360,000.  As  the  mechanical  equivalent  of  a  heat  unit  is 
778  foot  pounds,  the  mechanical  energy  of  the  heat  thus  set 
free  is  2,614,080,000  foot  pounds  or  an  amount  sufficient  to 
lift  a  locomotive  weighing  190,000  pounds  to  a  height  of 
more  than  two  and  a  half  miles.  Of  course  no  such  re- 
sults as  this  are  ever  developed  because  of  the  dissipation 
of  the  energy  in  all  directions.  But  the  energy  thus  shown 
to  exist  gives  an  idea  of  the  reason  why  boiler  explosions  are 
so  disastrous. 

Q.  Is  the  fact  that  a  boiler  has  been  tested  at  hydrostatic 
pressure  an  absolute  safeguard  that  a  boiler  iviil  not  explode 
when  subjected  to  the  same  steam  pressure? 

A.  No.  There  are  numerous  instances  on  record  where 
a  boiler  has  been  subjected  to  a  hydrostatic  test  and,  almost 


130  LOCOMOTIVE -BREAKDOWNS. 

immediately  afterwards,  when  under  steam  of  less  pressure, 
has  broken  a  brace  or  exploded. 

The  reason  for  this  is  that,  in  the  two  cases,  the  conditions 
of  the  stress  are  very  different,  and  this  is  due  almost  en- 
tirely to  differences  of  temperature.  In  the  case  of  the  hy- 
drostatic pressure,  the  water  is  cold  or,  at  any  rate,  consid- 
erably below  the  boiling  point,  whereas  when  the  boiler  is 
under  steam  the  whole  structure  is  heated  to  a  high  tem- 
perature and  there  may  be.  wide  variations  in  the  temper- 
ature of  the  different  parts,  thus  introducing  stresses  that 
are  entirely  independent  of  the  pressure. 

Q.  What  are  some  of  the  causes  of  locomotive  boiler  ex- 
plosions? 

A.  In  comparison  with  boilers  used  in  some  other  classes 
of  work,  locomotive  boiler  explosions  are  infrequent,  and 
are  usually  due  to  the  deterioration  of  age  and  service  or  to 
negligence  on  the  part  of  the  engineer.  There  are  almost  no 
locomotive  boiler  explosions  occasioned  by  bad  design.  They 
are  now  built  in  accordance  with  approved  designs,  and 
there  is  rarely  a  defect  in  one  of  these  boilers  that  is  not 
common  to  the  whole  class. 

Explosions  due  to  deterioration  may  result  from  a  thin- 
ning of  the  plates  by  corrosion,  the  cracking  of  the  same 
by  repeated  bendings  under  the  influence  of  unequal  expan- 
sion and  contraction  of  the  different  parts  and  the  breaking 
of  the  staybolts  in  the  firebox  in  such  quantities  that  the 
sheets  cannot  withstand  the  pressure,  and  they  give  way. 

Neglect  may  result  in  an  explosion  and  low  water  may  be 
the  cause.  If  the  crownsheet  is  allowed  to  become  bare 


BOILER  TROUBLES.  131 

while  a  high  steam  pressure  is  still  maintained,  the  sheet 
will  be  overheated  and  weakened.  If  this  is  carried  far 
enough,  as  it.  sometimes  is,  the  sheet  will  first  bulge  down- 
ward, bagging  between  the  staybolts  and  stretching  the 
metal,  as  shown  in  Fig.  53.  When  this  has  reached  a  cer- 
tain limit,  the  plate  will  be  stripped  from  the  staybolts  and 
the  crownsheet  will  come  down. 

In   a  general   way  the  statement   holds   that  locomotive 


FIG.  53. — A  BAGGED  CROWNSHEET. 

boiler  explosions  invariably  occur  because  the  boiler  itself  is 
too  weak  to  withstand  the  pressure  to  which  it  is  subjected. 

Q.     Where  are  staybolts  most  apt  to  break? 

A.  In  the  upper  rows  at  the  front  end  of  the  firebox.  It 
is  at  this  point  that  the  widest  variations  of  expansion  of 
the  two  plates  united  by  them  take  place.  The  side  sheets 
are  rigidly  fastened  together  at  the  mud-ring,  and  also  at 
the  back  head.  As  the  inside  sheet  is  subjected  to  the  direct 
action  of  the  fire,  it  is  the  hotter  of  the  two,  and  therefore 
expands  the  more.  The  difference  in  the  expansion  of  the 
two  plates  is  subject  to  constant  variation,  and  this  causes  a 
continual  bending  of  the  staybolts  at  the  inner  face  of  the 
outside  sheet,  a  bending  that  will  eventually  cause  fracture. 

Q.     How  are  broken  staybolts  detected? 

A.     By  striking  on  the  outer  end  with  a  light  hammer  and 


J32  LOCOMOTIVE  BREAKDOWNS. 

listening  to  the  sound.  If  the  noise  of  the  blow  is  like  that 
struck  upon  a  solid  substance,  the  probability  is  that  the 
staybolt  is  intact.  If  a  hollow  sound  is  given  out,  the  stay- 
bolt  will  undoubtedly  be  found  to  be  cracked.  Xo  written  or 
verbal  instructions,  however,  will  serve  to  make  a  man  a 
staybolt  inspector.  It  can  be  learned  only  by  practice  and 
close  observation. 

Q.  What  are  some  of  the  common  causes  of  boiler  depre- 
ciations that  are  apt  to  cause  explosions? 

A.  The  most  common  is  a  corrosive  grooving  that  is  apt 
to  take  place  along  the  edge  of  a  longitudinal  seam  due  to  a 
constant  bending  at  that  point,  which  is  usually  due  to  an 
improperly  made  seam,  or  one  wherein  the  plate  has  been 
grooved  by  the  calking  tool.  Pitting  may  also  be  the  cause 
of  an  explosion,  though  this  is  more  rare  as  it  is  easily  de- 
tected by  inspection,  and  the  sheet  removed  before  a  dan- 
gerous condition  has  been  reached.  The  same  holds  true  of 
the  external  corrosion  of  the  firebox  sheets.  The  repeated 
rolling  of  the  tubes  may  also  bring  about  a  dangerous  con- 
dition, on  account  of  the  metal  being  made  so  thin  that  it 
will  not  remain  tight.  This,  however,  rarely  causes  an  ex- 
plosion, as  the  tubes  will  give  ample  warning  of  their  con- 
dition by  leaking,  so  that  they  must  be  removed  before  the 
pressure  becomes  such  as  to  strip  them  from  the  tubesheet. 

To  sum  this  matter  up,  locomotive  boiler  explosions  are 
due  to  a  deterioration  of  the  sheets  of  the  shell  or  firebox  or 
to  the  negligence  of  the  engineer. 

Q.  What  is  the  progress  of  events  in  the  overheating  of 
a  croumsheet? 


BOILER  TROUBLES,  133 

.\.  It  is  well  known  that  both  iron  and  steel  lose  in  tensile 
strength  very  rapidly  as  they  are  heated.  At  a  temper- 
ature at  which  they  are  a  bright  red,  they  have  only  about 
one-fourth  the  tensile  strength  that  they  have  at  the  ordi- 
nary steam  temperatures.  While  at  a  welding  heat  they 
have  no  resisting  properties  and  cannot  sustain  any  load. 

Consequently,  when  the  crownsheet  becomes  bare,  while 
subjected  to  the  action  of  the  fire,  it  is  rapidly  heated  and 
weakened.  Then,  yielding  under  the  pressure  of  the  steam 
in  the  boiler,  it  first  bulges,  as  shown  in  Fig.  53,  the  metal 
stretching  in  the  operation  until  at  length  the  sheet  is  stripped 
from  the  staybolts,  comes  down,  and  an  explosion  is  the  end. 

Q.  What  is  the  cause  of  the  grooving  of  boiler  plates  and 
hozv  does  it  progress? 

A.  As  already  stated  in  the  answer  on  page  115,  groov- 
ing is  apt  to  occur  in  the  face  of  a  sheet  at  the  edge  of  the 
lap  of  the  seam,  especially  if  it  is  a  plain  lap  seam  as  shown 
in  Fig.  51.  The  metal,  being  bent  to  and  fro  at  this  point, 
breaks  the  scale  and  first  exposes  the  clean  metal  to  the  cor- 
rosive action  of  the  water.  Continued  bending  strains  the 
metal  so  that  a  slight  crack  starts ;  and  corrosion,  taking 
place  along  the  side  of  this  crack,  produces  a  groove. 

Q.     What  is  the  cause  of  bulging  sheets  in  the  firebox? 

A.  This  may  be  due  to  the  same  cause  as  that  already 
noted  in  the  answer  on  page  121  regarding  the  collapsing  of 
a  crown  sheet.  When  sheets  are  covered  with  oil  or  scale, 
they  may  be  overheated  to  such  an  extent  that  they  will  yield 
before  the  pressure  to  which  they  are  subjected,  and  thus 


134  LOCOMOTIVE  BREAKDOWNS. 

bulge  inwards.  Another  cause,  resulting  in  their  overheat- 
ing, is  the  forcing  of  the  fire. 

It  has  been  pretty  accurately  ascertained  that  when  the 
water  leg  is  narrow  and  the  fire  forced,  there  may  not  be 
any  water  in  contact  with  the  side  sheets  of  the  firebox  at 
all,  but  in  its  stead  a  stratum  of  steam  as  much  as  £4 -inch 
thick.  As  steam  is  not  so  good  a  conductor  as  water,  it  al- 
lows the  sheet  to  be  overheated  and  bulging  may  take  place. 

Q.     What  should  be  done  if  a  sheet  bulges? 

A.  The  intensity  of  the  fire  should  be  checked  at  once, 
and  the  engine  worked  under  .a  reduced  pressure  to  the  ter- 
minal, where  the  sheet  should  be  replaced. 

Q.  What  should  be  done  in  case  a  handhole  plate  or  plug 
is  blown  out? 

A.  The  fire  should  be  drawn  or  deadened  at  once,  as  this 
accident  will  result  in  the  emptying  of  the  boiler. 

The  remedy  that  can  be  applied  will  depend  to  a  great  ex- 
tent upon  what  has  happened.  In  the  case  of  a  handhole 
plate  blowing  ofT,  it  is  usually  due  to  the  breakage  of  a  bolt. 
If  the  plate  can  be  found,  it  may  be  replaced  by  using  an- 
other bolt,  or  a  piece  of  sound  wood  may  be  used  as  a  sub- 
stitute for  the  plate. 

In  the  case  of  a  plug  blowing  out,  one  of  soft  pine  may 
be  driven  in  in  its  place. 

After  the  hole  has  been  closed,  tire  boiler  may  be  refilled, 
a  fire  built,  and  steam  raised  to  a  low  pressure,  with  which 
the  engine  may  be  run  to  its  destination. 

Q.     If  a  boiler  has  become  emptied  while  upon  the  road, 


BOILER  TROUBLES.  135 

for  any  reason,  as  in  the  case  of  the  preceding  question,  how 
can  it  be  refilled? 

A.  This  is  a  slow  and  laborious  process  where  the  engine 
is  off  alone  by  itself.  It  can  only  be  done  by  means  of  pails 
and  pouring  the  water  in  through  one  of  the  openings  that 
may  be  obtained  by  unscrewing  the  whistle,  a  safety  valve  or 
other  part  giving  free  access  to  the  boiler. 

Q.  How  can  boiler  deterioration  due  to  the  accumulation 
of  scale  be  prevented? 

A.  Naturally  the  best  way  will  be  to  avoid  the  accumu- 
lation of  scale,  which  can  be  easily  and  cheaply  effected  by 
purifying  the  water  and  removing  all  of  the  scale-producing 
compounds  from  the  water  before  it  is  put  into  the  tender. 

Where  the  apparatus  is  not  available  for  effecting  this 
purification,  it  must  be  borne  in  mind  that  all  of  the  scale- 
producing  contents  of  the  water  are  carried  forward  to  and 
deposited  in  the  boiler.  The  evils  of  this  deposition  may  be 
relieved  by  the  use  of  certain  chemicals  placed  in  the  tank 
every  time  that  it  is  rilled.  What  these  should  be  and  the 
quantity  that  should  be  used  will  depend  entirely  upon  the 
chemical  composition  of  the  water  and  nothing  will  be  found 
to  be  a  universal  remedy  for  all  waters,  and  no  one  should  be 
used  indiscriminately.  Such  a  compound  merely  so  affects 
the  water  that  the  scale  formed  is  not  hard  and  does  not 
cling  to  the  surfaces  of  the  tubes  and  sheets,  but  can  be 
readily  washed  away.  In  any  case  where  untreated  scale- 
forming  waters  are  used  in  a  boiler,  frequent  washing,  pre- 
ferably with  hot  water,  should  be  resorted  to. 


CHAPTER  IX. 
Defective  Throttle  and  Steam  Connections. 

Q.  What  should  be  done  in  case  the  throttle  valve  be- 
comes disconnected? 

A.  This  accident  most  frequently  occurs  in  consequence 
of  the  connecting  pins  at  the  valve  working  out.  It  may 
happen  with  the  valve  open  or  closed. 

If  the  valve  is  closed,  the  engine  is  helpless ;  the  fire 
should  be  deadened  and  the  engine  disconnected  so  as  to  be 
towed  in.  The  only  way  in  which  the  difficulty  can  be 
remedied  is  to  reduce  the  steam  pressure  to  nothing,  remove 
the  dome  cap  and  replace  the  lost  connection  pins. 

If  the  accident  occurs  when  the  throttle  is  open,  steam 
should  be  immediately  reduced  so  that  the  reverse  lever  can 
be  easily  moved  to  and  fro.  This  will  enable  the  engineer  to 
control  the  movements  of  the  machine.  If  the  train  is  fitted 
with  air  brakes  they  should  be  used  cautiously,  and  if  only 
hand  brakes  are  available  the  train  crew  should  be  notified  of 
the  condition  of  affairs  and  instructed  to  stand  by  ready  to 
apply  them  when  they  are  called  for. 

Meantime  notice  of  the  accident  should  be  sent  to  head- 
quarters. 

Q.     What  should  be  done  if  a  dry  pipe  collapses? 

A.  This  is  practically  the  same  accident  so  far  as  the 
effect  upon  the  engine  and  the  method  of  dealing  with  it  is 
concerned  as  that  of  a  disconnected  open  throttle  valve 
(see  the  preceding  question). 

136 


DEFECTIVE  THROTTLE  AND  STEAM  CONNECTIONS.    137 

Q.     What  should  be  done  ithen  the  throttle  valve  leaks? 

A.  This  may  be  the  result  of  wear  or  the  cutting  of  the 
valve  or  seat  on  account  of  wire  drawing.  It  is  more  an- 
noying than  dangerous  and  the  only  precaution  that  need  be 
taken  will  be  to  always  have  the  cylinder  cocks  open  and 
the  reverse  lever  in  the  central  notch  when  the  engine  is 
standing. 

Q.  II oiv  is  it  possible  to  tell  whether  it  is  the  dry  pipe  or 
the  throttle  valve  that  is  leaking? 

A.  As  the  throttle  valve  is  located  well  up  above  the 
water  level,  the  steam  leaking  through  it  will  be  dry ;  where- 
as the  dry  pipe,  being  close  down  to  the  water  and  sometimes 
actually  submerged  in  it,  will  leak  more  or  less  water. 

Q.  What  should  be  done  in  case  a  whistle  or  safety  valve 
is  broken  off  or  blown  out?, 

A.  As  the  hole  is  small,  it  can  usually  be  plugged  as 
soon  as  the  steam  pressure  has  blown  down  sufficiently  to 
permit  the  work  to  be  done.  The  plug  had  best  be  of  hard 
wood  cut  to  fit  and  then  driven  home,  after  which  it  should 
be  tied  down  with  a  bell  cord  or  braced  in  position. 

As  the  blowing  off  gf  the  steam  through  the  hole  opened 
by  the  fracture  will  lower  the  water  rapidly,  both  injectors 
should  be  started  and  run  as  long  as  possible,  and  the  fire 
deadened  until  the  plug  is  in  position.  It  will  probably  be 
unnecessary  to  kill  the  fire. 

Q.  What  should  be  done  if  a  steam  pipe  bursts  or  is 
broken? 

A.  This  is  an  accident  of  the  same  nature  as  the  break- 
ing of  a  steam  chest  or  cover,  and  calls  for  the  same  general 


138 


LOCOMOTIVE  BREAKDOWNS. 


treatment.  The  only  way  in  which  the  flow  of  steam  can  be 
stopped  is  to  remove  the  broken  pipe  and  bolt  a  plate  over 
the  T  head  connection  of  the  same,  using  paper  felting  or 
wood  to  pack  it  as  shown  in  Fig.  54.  It  may  be  possible  to 
stop  this  flow  for  a  short  time  by  driving  a  plug  into  the  tee 
and  bracing  it  there  so  that  it  cannot  be  blown  out.  This 
cannot  be  depended  upon,  however,  for  any  length  of  time, 
as  the  heat  of  the  firebox  is  apt  to  shrink  the  wood  and  make 
it  loose. 

After  the  opening  has  been  stopped,  the  valve  on  the  dis- 
abled  side   should   be    dis- 


:s  ] 


FIG.  54. — PLATE  BOLTED  OVER 
TEE  HEAD  FOR  BROKEN 
STEAM  PIPE. 


connected  and  clamped 
(page  18),  the  main  rod 
taken  down,  and  the  cross- 
head  blocked  (page  20). 

Q.  What  should  be  done 
if  the  steam  pipes  are  leak- 
ing? 


A.  This  may  have  a  very 
detrimental  effect  upon  the 
steaming  qualities  of  the  engine,  but  it  is  best  to  make 
no  attempt  to  remedy  the  difficulty  upon  the  road.  At 
the  end  of  the  run  the  leak  should  be  stopped  by  the  applica- 
tion of  a  new  pipe  or  the  repairing  of  the  old  one. 

Q.     Hoiv  can  leaky  steam  pipes  be  detected? 

A.  The  blowing  of  the  steam  can  usually  be  heard  when 
the  firedoor  is  open.  If  there  is  any  uncertainty  in  the  mat- 
ter, the  front  should  be  opened  and  the  throttle  valve  started 
slightly,  when  the  escaping  steam  can  be  at  once  seen, 


CHAPTER  X. 
Defective  Draft  Appliances. 

Q.  //  a  petticoat  pipe  becomes  displaced,  how  should  it 
be  readjusted? 

A.  The  petticoat  pipe  is  used  for  the  purpose  of  obtain- 
ing an  even  draft  over  the  whole  surface  of  the  grates  and 
through  the  whole  nest  of  tubes.  If  the  pipe  is  too  high, 
the  greater  portion  of  the  draft  will  pass  through  the  lower 
rows  of  tubes  and  pull  upon  the  front  end  of  the  fire.  If  it 
is  too  low,  the  strongest  draft  will  be  through  the  upper 
rows  of  tubes  and  the  pulling  will  be  at  the  rear  end  of  the 
firebox.  The  displacement  of  the  petticoat  pipe  is,  there- 
fore, readily  detected  both  by  the  action  of  the  fire  and  the 
choking  of  the  tubes,  where  there  is  the  least  draft,  with 
ashes  and  cinders. 

From  what  precedes,  it  is  evident  that  if  there  is  an  ex- 
cessive draft  through  the  lower  rows  of  tubes,  the  petticoat 
pipe  should  be  lowered;  and,  if  this  excessive  draft  is 
through  the  upper  rows,  it  should  be  raised. 

Q.  If  a  diaphragm  or  deflector  plate  in  the  smokebox  be- 
comes misplaced,  how  should  it  be  readjusted? 

A.  The  service  rendered  by  the  diaphragm  in  the  front 
end  of  an  engine  is  identically  the  same  as  that  of  the  petti- 
coat pipe,  namely,  the  production  of  an  even  and  uniform 
draft  through  the  grates  and  tubes.  This  uniformity  is 
obtained  by  the  adjustment  of  the  lower  edge  of  the  dia- 
phragm, which  is  a  separate  sheet  from  the  main  body. 

139 


140  LOCOMOTIVE  BREAKDOWNS. 

When  the  present  form  of  front  end  was  first  introduced, 
this  lower  sheet  was  movable  and  could  be  raised  and  low- 
ered by  a  system  of  levers  under  the  control  of  the  engineer 
in  the  cab.  It  is  now  bolted  to  the  main  plate  in  a  way  that 
permits  of  a  limited  amount  of  motion. 

The  displacement  of  the  diaphragm  is  indicated  in  the 
same  way  as  that  of  the  petticoat  pipe  by  the  uneven  action 
of  the  draft  upon  the  fire,  and  a  possible  collection  of  cinders 
in  the  tubes  that  have  an  insufficient  current  of  gases  passing 
through  them  to  keep  them  clear.  If  the  diaphragm  is  too 
high,  it  will  cause  an  excessive  draft  through  the  top  rows 
of  tubes  and,  if  it  is  too  low,  the  same  results  occur  with 
the  lower  rows. 

If,  then,  there  is  an  excessive  draft  through  the  upper 
rows  of  tubes  and  at  the  rear  end  of  the  firebox,  the  dia- 
phragm should  be  lowered.  If  the  reverse  is  the  case,  and 
the  excess  of  draft  is  through  the  lower  rows,  the  plate 
should  be  raised. 

It  is  impossible  to  give  any  general  directions  for  the 
adjustment  of  this  plate  or  the  petticoat  pipe  that  will  make 
it  possible  to  set  it  to  the  desired  position  without  trial,  as 
this  will  depend  not  only  upon  the  type  of  engine,  but  the 
service  which  it  may  be  called  upon  to  perform,  and  the 
quality  of  the  coal  that  is  to  be  burned.  The  form  of  dia- 
phragm and  front  end  recommended  by  the  American  Rail- 
way Master  Mechanics'  Association  is  shown  in  Fig.  55. 

Q.  What  should  be  done  if  the  netting  becomes  clogged 
or  broken? 

A.     The  clogging  of  the  netting  is  apt  to  interfere  seri- 


DEFECTIVE  DRAFT  APPLIANCES. 


141 


ously  with  the  steaming  qualities  of  the  boiler,  besides  add- 
ing to  the  danger  of  causing  a  blowback  of  the  fire  into  the 
cab,  which  is  likely  to  injure  the  men. 

The  clogging  is  usually  due  to  the  use  of  an  excessive 
amount  of  oil  in  the  cylinders.  It  does  not  occur  so  fre- 
quently where  an  automatic  oiler  is  used  as  where  the  cylin- 


FIG-  55- — THFJ  MASTER  MKCHANICS'  FRONT  KND. 

ders  are  lubricated  from  cups  in  the  calx  With  this  form  of 
lubricator,  the  opening  of  the  throttle  immediately  after  the 
oil  has  been  introduced,  is  apt  to  throw  it  out  at  the  exhaust 
nozzle  and  spatter  the  netting. 

When  this  clogging  has  occurred,  the  netting  can  usually 
be  cleaned  by  building  a  light  fire  on  the  top  of  the  same. 


142 


LOCOMOTIVE  BREAKDOWNS. 


Other  forms  of  clogging  can  ordinarily  be  removed  by  beat- 
ing. 

If  the  netting  has  been  cut  or  worn  away  so  that  there  are 
holes  in  it,  the  danger  is  that  of  throwing  large  sparks  out 
into  the  air  and  setting  fire  to  the  neighboring  property. 
The  precaution  to  be  taken,  when  this  happens  on  the  road, 


^0=0 


FIG.  56. — BOARDING  USED  TO  REPLACE  BROKEN  FRONT 
CASTING. 

is  to  work  the  engines  as  easily  as  possible  when  passing 
through  districts  where  there  is  danger  of  igniting  a  fire, 
and  have  the  netting  replaced  with  new  as  soon  as  the  ter- 
minal is  reached. 

Q.     What  should  be  done  with  a  broken  front? 

A.  This  is  an  accident  that  rarely  happens  except  as  the 
result  of  a  blow,  such  as  a  collision,  and  it  is  usually  accom- 


DEFECTIVE  DRAFT  APPLIANCES.  *43 

panied  by  other  damages.  The  broken  front  may  itself  be 
repaired  by  replacing  it  with  boards  held  by  the  studs  and 
nuts  previously  used  to  hold  the  front,  as  shown  in  Fig.  56. 

Such  boarding  will  only  be  serviceable  for  a  short  time 
owing  to  the  danger  of  its  being  burned  by  the  heat  and 
cinders  of  the  smokebox.  It  may,  however,  be  made  to  serve 
until  the  terminal  is  reached  provided  the  engine  is  worked 
easily. 

Q.  What  are  the  causes  of  the  exhaust  apparently  coming 
out  of  one  side  of  the  stack? 

A.  It  may  be  due  to  the  exhaust  nozzle  being  set  so  high 
that  the  steam  does  not  properly  fill  the  stack.  Or  if  either 
petticoat  pipe  or  nozzle  is  out  of  line  the  same  result  will  be 
produced. 

Q.  What  trill  be  the  effect  of  the  steam  not  properly  fill- 
ing the  stack? 

A.  It  will  lower  the  steaming  qualities  of  the  engine  and 
the  vacuum  in  the  smoke  box  will  be  irregular  in  its  forma- 
tion and  action.  The  reason  for  this  is  that  the  blast  pro- 
duces the  partial  vacuum  in  the  smokebox  by  induction,  just 
exactly  as  the  jet  of  steam  in  an  injector  lifts  the  water  from 
a  tank.  If,  then,  the  jet  does  not  fill  the  stack,  the  space 
about  it  serves  as  a  means  of  sluggish  flow  of  the  gases,  with 
the  result  that  the  vacuum  is  lowered  by  a  very  considerable 
amount.  This  is  why  it  is  so  important  that  there  should 
be  a  proper  adjustment  of  the  size  and  portion  of  the  exhaust 
nozzle  relatively  to  the  height  and  diameter  of  the  stack. 


CHAPTER  XL 
Injector  Troubles. 

Q.     What  should  be  done  if  the  injectors  fail  to  work? 

A.  That  is  a  condition  often  existing  with  one  injector, 
but  as  every  locomotive  is  equipped  with  two,  it  rarely  hap- 
pens that  both  are  disabled  at  the  same  time.  When  it  does 
happen,  however,  the  safe  course  is  to  stop  before  the  water 
gets  so  low  as  to  expose  the  crownsheet  and  deaden  the 
fire  so  that  steam  may  not  be  generated,  and  then  blow  out 
at  the  safety  valves. 

The  first  thing  to  be  done  is  to  see  that  there  is  water  in 
the  tank.  If  there  is,  take  down  the  hose  and  examine  the 
strainer  to  see  that  it  is  clean.  The  accumulation  of  dirt 
in  .the  strainer  is  probably  the  most  common  cause  of  the 
failure  of  the  injector. 

If  the  strainer  and  pipe  are  clean,  examine  the  injector 
itself  for  defects  and  foreign  matter.  If  the  trouble  is 
irremediable,  the  fire  should  be  deadened  by  throwing  on 
earth,  and  the  engine  prepared  to  be  towed  in. 

Q.  If  the  injector  fails  to  work  when  there  is  a  full  pres- 
sure of  steam  upon  the  boiler,  how  can  the  trouble  sometimes 
be  remedied? 

A.  By  reducing  the  steam  pressure.  If  the  delivery  of 
water  to  the  injector  is  so  scanty  that  the  supply  is  insufficient 
to  condense  the  high  pressure  and  high  temperature  steam, 
it  may  be  sufficient  to  do  this  condensation  with  steam  of 
lower  temperature  and  thus  work  the  injector. 

144 


INJECTOR  TROUBLES.  145 

Q.  What  arc  some  of  the  principal  causes  of  the  failure 
of  injectors  to  work? 

A.  Leaky  pipes  are  apt  to  cause  an  injector  to  break. 
If  there  is  a  leak  in  the  feed  pipe  leading  from  the  tender 
tank  to  the  injector,  air  may  be  drawn  in  such  quantities 
that  the  water  will  not  rise  to  the  height  of  the  instru- 
ment. Small  leaks  of  this  character  can  usually  be  stopped 
or  checked  by  wrapping  the  pipe  with  cloth  and  wetting  it. 

If  the  leak  is  not  enough  to  entirely  check  the  flow  of 
the  water  it  may  be  sufficient  to  give  an  elasticity  to  the 
stream  in  the  delivery  pipe  that  will  prevent  it  from  open- 
ing the  check  valve  by  causing  air  to  enter  and  mingle  with 
the  water.  Such  air  may  enter  at  other  points  besides  the 
suction  pipe,  so  that  in  case  of  an  injector  failure  all  parts 
should  be  examined  for  leaks. 

In  making  this  examination  especial  attention  should  be 
paid  to  the  packing  about  the  suction  pipe  valve  where  a 
leak  is  very  likely  to  occur. 

Another  cause  of  the  failure  of  injectors  is  the  accumula- 
tion of  scale  on  the  tubes.  This  is  especially  apt  to  occur 
when  carbonate  of  soda  is  put  in  the  tank  in  order  to  soften 
the  deposits  in  the  boiler.  The  precipitation  of  the  scale 
takes  place  as  soon  as  the  water  is  heated,  and  so  more 
or  less  will  adhere  to  the  interior  portions  of  the  injector. 

Again,  there  may  be  some  obstruction  in  the  delivery  pipe. 
It  may  be  choked  with  scale  or  foreign  substances  or  the 
check  valve  may  be  clogged  in  the  same  way.  It  is  not  an 
uncommon  thing  to  find  large  deposits  of  scale  at  the  open- 
ing of  the  delivery  pipe  into  the  boiler  and,  if  the  check 


146  LOCOMOTIVE  BREAKDOWNS. 

valve  is  on  the  inside,  this  scale  may  interfere  with  its 
opening  to  the  full  amount  needed  for  the  free  passage  of 
the  water. 

When  an  injector  refuses  to  work  under  these  conditions 
it  may  sometimes  be  made  to  operate  by  opening  the  squirt 
valve.  This  affords  an  extra  relief  for  the  water  and  may 
be  all  that  is  needed  to  make  the  injector  deliver  some  water 
to  the  boiler,  though  it  involves  a  considerable  waste  unless 
it  can  be  led  back  to  the  tank. 

A  clogged  strainer  may  also  stop  the  flow  of  water  so 
that  the  injector  will  not  work.  This  clogging  is,  of  course, 
due  to  the  presence  of  dirt  in  the  water,  and  this  dirt  may 
be  drawn  in  and  lodged  in  the  tubes  so  that  they  cannot 
perform  their  proper  functions  with  the  result  that  the  in- 
jector will  not  work.  Or  the  flow  of  water  may  be  checked 
by  the  improper  regulation  of  the  valve  in  the  suction  and 
steam  pipes. 

Finally,  there  are  a  number  of  conditions  in  which  the 
injector  may  fail,  due  to  the  condition  of  the  steam  that  is 
delivered  to  it. 

If  the  boiler  is  foaming  or  priming  and  the  steam  comes 
to  the  injector  laden  with  water  held  in  suspension,  the 
injector  will  be  almost  certain  to  fail  to  work.  This  is  due 
to  the  fact  that  the  operation  of  the  injector  depends  upon  the 
high  velocity  with  which  the  steam  issues  from  the  admission 
nozzle.  The  presence  of  large  quantities  of  water  in  the 
steam  will  have  a  tendency  to  decrease  this  velocity  and  may 
lower  it  to  such  an  extent  that  it  cannot  force  the  feed  water 
into  the  boiler. 


INJECTOR  TROUBLES.  147 

The  same  thing  holds  true  if  the  temperature  of  the  feed 
water  is  too  high.  It  must  be  low  enough  so  as  to  condense 
all  of  the  steam  delivered  from  the  nozzle.  In  case  this  is 
not  done  there  will  be  a  surplus  of  steam  existing  in  the 
body  of  the  feed  water  which  will  give  the  latter  an  amount 
of  elasticity  which  will  not  permit  it  to  open  the  check  valve 
and  enter  the  boiler.  The  stream  of  the  feed  from  the  in- 
jector to  the  check  valve  should  be  solid  water  without  any 
intermingling  of  steam  or  air. 

This  is  the  reason  why  care  should  be  exercised  in  the 
use  of  the  heater  for  raising  the  temperature  of  the  water 
in  the  tank. 

Q.  What  should  be  done  under  these  various  conditions 
in  order  to  get  the  injector  to  work? 

A.  If  the  failure  is  due  to  air  leaks  they  should  be 
stopped  by  wrapping  the  leaky  hose  or  pipe  with  a  wet  rag, 
which  may  be  rendered  still  more  impervious  to  the  passage 
of  air  by  rubbing  it  well  with  soap.  If  it  is  found  that  the 
leak  is  a  result  of  defective  packing  the  latter  should  be 
tightened. 

Dirt  in  any  part  of  the  piping  or  apparatus  should  be 
cleaned  out. 

If  the  boiler  is  foaming  so  that  the  injector  will  not 
work,  the  trouble  may  be  sometimes  checked  by  shutting 
the  throttle  and  allowing  the  water  to  settle.  The  use  of 
the  injector  alone  may  not  cause  the  water  to  rise  suf- 
ficiently to  break  the  action.  If  this  can  be  done  the  injector 
may  be  used  intermittently  with  the  engine  until  a  water 


148  LOCOMOTIVE  BREAKDOWNS. 

station  is  reached,  the  locomotive  being  handled  in  accor- 
dance with  the  answer  on  page  109. 

It  also  sometimes  happens  that,  where  the  water  is  foam- 
ing badly,  the  injector  can  be  started  and  some  water  be 
forced  into  the  boiler  before  the  injector  will  break.  Under 
these  circumstances  the  injector  may  be  started  at  frequent 
intervals,  thus  getting  a  little  water  at  a  time  into  the 
boiler. 

If  the  temperature  of  the  water  in  the  tank  is  so  hot 
that  the  injector  cannot  handle  it,  the  only  way  will  be  to 
cool  the  water.  This  may  be  done  by  running  to  the  first 
water  tank  if  the  water  in  the  boiler  is  high  enough  to  do  it. 
If  the  distance  is  too  far  a  stop  should  be  made  at  the  first 
stream,  and  by  allowing  a  portion  of  the  water  to  run  out 
of  the  tank,  a  small  quantity  of  fresh  will  cool  the  remainder 
sufficiently  to  make  it  possible  to  work  the  injector. 

Q.  If  the  injector  gets  water  but  cannot  force  it  into' the 
boiler,  -what  may  be  the  trouble? 

A.  Any  of  the  defects  named  in  the  answer  on  page  135, 
when  existing  in  a  minor  degree,  may  produce  this  re- 
sult. 

Some  of  these  defects  may  develop  slowly  and  the  action 
of  the  injector  becomes  less  and  less  efficient,  until  at 
last  it  will  cease  to  work.  This  is  especially  apt  to  be  the 
case  with  air  leakages.  The  injector  can  force  a  small 
amount  of  air  into  the  boiler  with  the  water,  but  a  rapidly 
growing  leak  will  cause  it  first  to  deliver  less  and  less 
water  until  it  can  merely  cause  it  to  appear  at  the  overflow 
and  finally  stop  altogether. 


INJECTOR  TROUBLES.  149 

The  same  thing  holds  true  of  an  accumulation  of  scale  at 
the  check  valve.  For  these  reasons  troubles  of  this  kind  should 
be  remedied  at  once  and  not  be  allowed  to  increase  to  such 
proportions  that  a  failure  upon  the  road  can  take  place. 

Q.  What  is  the  cause  of  injectors  losing  water  at  the  over- 
flow while  working? 

A.  In  the  case  of  the  double-tube  injectors,  such  as  the  Met- 
ropolitan, or  Hancock  Inspirator,  this  loss  is  due  to  the  over- 
flow valve  not  closing  clear  off,  or  leaking.  With  single-tube 
(open  overflow)  injectors,  it  is  sometimes  caused  by  worn  or 
clogged  tubes. 

For  an  injector  to  "pickup"  all  of  its  waiter  it  is  necessary 
that  the  steam  supply  shall  be  near  the  maximum  pressure, 
and  that  the  feed  ..water  shall  be  cold;  when  an  engine  begins  to 
fail  in  steam  the  overflow  will  soon  begin  to  spill  water,  and 
this  should  be  watched  for,  as  a  continuous  loss  of  this  kind 
for  miles  may  finally  compel  cutting  the  engine  loose  from  the 
train  and  running  for  a  water  tank.  Warm  feed  water  will 
also  spill  from  the  overflow.  The  loss  can  be  stopped  by  par- 
tially closing  the  water  supply  valve. 

If,  on  the  other  hand,  the  steam  pressure  is  at  its  maximum 
and  too  high  for  the  amount  of  water  that  is  being  supplied 
to  the  injector,  there  will  often  be  a  roaring  or  whistling  sound 
from  the  overflow  and  it  is  likely  to  "break"  in  its  action;  in 
such  cases  increase  the  water  supply. 

O.  Are  all  single-tube  injectors  so  sensitive  to  irregular  steam 
and  water  supply? 

A.  All  of  the  older  kinds  are;  but  the  newer  types,  such  as 
the  Improved  Sellers  and  the  Simplex,  will  not  be  affected  by 
any  ordinary  differences  in  boiler  pressure  that  aie  likely  to 
occur  while  the  engine  is  in  service. 


150  LOCOMOTIVE  BREAKDOWNS. 

Q.  Why  does  not  the  Simplex  injector  lose  water  if  the  boiler 
pressure  becomes  lower? 

A.  Referring  to  Fig.  56  (A),  the  water  to  be  delivered  to  the 
boiler  is  energized  by  the  steam,  when  the  injector  is  working 


FIG.  56  (A). — THE  SIMPLEX  LOCOMOTIVE  INJECTOR. 

at  full  capacity,  in  two  separate  chambers,  A  and  B;  the  in- 
strument is  designed  for  a  certain  steam  pressure,  and  when 
that  pressure  is  supplied  the  steam  from  nozzle  21  combines 
with  the  amount  of  water  from  chamber  B  that  can  pass  around 
the  nozzle  and  is  delivered  on  through  the  injector  to  the  boiler, 
and  this  represents  about  as  great  a  supply  as  a  boiler  would 
require  when  working  hooked  well  up,  or  on  light  throttle,  and 
represents  the  whole  work  of  the  injector  when  the  water  supply 
is  restricted  by  partial  closure  of  the  water  valve  13.  After 
the  steam  from  nozzle  21  has  picked  up  the  water  of  chamber 


INJECTOR  TROUBLES.  151 

B,  its  energy — if  at  approximately  full  pressure — is  not  nearly 
exhausted,  and  as  the  jet  passes  through  tubes  23,  24  and  24A, 
it  first  induces  a  vacuum  in  chamber  A;  then,  if  emergency 
valve  35  is  open,  as  it  normally  should  be,  and  if  the  water  sup- 
ply valve  13  is  fully  open,  inlet  valve  19  will  rise  and  permit 
feed  water  to  fill  chamber  A,  where  it  will  be  picked  up  by  the 
main  jet  at  the  apertures  between  the  tubes,  and  in  these  tubes, 
23,  24  and  24  A,  will  absorb  the  remaining  energy  of  the  steam 
and  thus  increase  the  capacity  of  the  injector  to  the  maximum. 

Understanding  this,  it  should  be  plain  that  if  the  steam  press- 
ure should  fall  very  much  below  the  maximum  its  decrease  in 
energy  would  result  in  its  ceasing  to  combine  with  the  water 
of  chamber  A,  inlet  valve  19  would  seat,  and  the  injector  would 
be  working  at  a  reduced  capacity — the  capacity  of  the  water 
supply  through  the  orifice  around  nozzle  21. 

Q.  If  the  overflow  valve  (technically,  the  heater  cock  check}, 
86,  should  leak  what  would  be  the  result? 

A.  The  action  of  the  jet  through  tubes  23,  24  and  24A  could 
not  produce  a  vacuum  in  chamber  A,  as  air  would  be  drawn 
in  through  valve  86,  and  by  inlet  valve  19  failing  to  open,  the 
capacity  of  the  injector  would  be  appreciably  diminished. 

Q.     What  is  the  duty  of  emergency  valve  35? 

A.  In  case  inlet  valve  19  should  leak,  or  be  stuck  open, 
it  would  be  impossible  to  "prime,"  or  start  the  injector  work- 
ing; within  it  there  would  be,  in  effect,  a  short  circuit.  When 
this  occurs,  the  emergency  valve  35  should  be  closed;  the  injec- 
tor can  then  be  started,  but  will  work,  of  course,  at  reduced 
capacity.  After  it  has  been  fully  started,  however,  the  emer- 
gency valve  may  be  opened  and  the  injector  will  again  give  full 
service  as  long  as  the  steam  pressure  does  not  fall  nor  the  water 
supply  be  reduced — which  would  cause  the  injector  to  "  break " 


152  LOCOMOTIVE  BREAKDOWNS. 

— to  cease  working.  Under  the  circumstances,  the  emergency 
valve  would  have  to  be  closed  every  time  the  injector  was  to  be 
re-started.  In  light  service  the  emergency  valve  35  may  often 
be  left  closed,  and  the  capacity  of  the  injector  will  be  ample  if 
the  engineer  works  his  throttle  and  reverse  lever  to  advantage. 

Q.     How  is  the  heater  worked  in  the  Simplex  injector? 

A.  It  must  be  seen  that  water  valve  13  is  open,  and  over- 
flow valve  86  closed,  the  latter  by  throwing  over  the  lever  of 
cam  30,  the  cam  giving  a  wedging  effect  to  hold  the  valve  seated; 
then,  handle  5  must  be  pulled  out,  slightly,  just  enough  to  open 
the  lifting  valve  at  the  end  of  spindle  n;  steam  will  then  pass 
through  the  valve  at  n,  and  through  the  lifting  tube  22,  into 
chamber  B  and  to  the  feed  water.  A  thumb-screw  is  shown 
on  the  guide  for  steam  spindle,  and  when  the  handle  5  is  prop- 
erly set  for  the  heater  this  thumb-screw  should  be  tightened, 
in  order  to  prevent  the  spindle  from  being  steam-pushed  and 
opening  the  steam  supply  too  fully. 

Q.     I/  the  check  valve  is  stuck  open  what  should  be  done? 

A.  It  is  sometimes  possible  to  jar  it  shut  by  striking  on 
the  casing  with  a  soft  hammer  or  block  of  wood.  In  case  this 
proves  to  be  ineffectual  the  valve  in  the  suction  pipe  ahead  of 
the  injector  [water  regulating  valve],  should  be  closed,  or  the 
injector  kept  at  work  at  all  times. 

Q.  What  objection  is  there  to  allowing  the  .  hot  water  from 
the  boiler  to  leak  back  into  the  tank  from  a  check  valve  that  is 
stuck  open? 

A.  The  water  in  the  tank  will  soon  become  heated  to  so 
high  a  temperature  that  neither  injector  can  be  made  to  work. 

Q.    How  can  scale  be  removed  from  injector  tubes? 

A.  The  parts  coated  should  be  placed  for  a  short  time 
in  a  bath  of  muriatic  acid,  and  then  thoroughly  rinsed  in  clear 


INJECTOR  TROUBLES.  153 

water.  The  acid  will  loosen  the  scale  and  cause  it  to  fall  off. 
The  rinsing  is  needed  to  guard  against  subsequent  corrosion. 

Q.  What  should  be  done  in  case  a  check  valve  is  knocked 
off? 

A.  The  fire  should  be  killed  at  once  so  as  to  protect  the 
firebox  sheets.  This  may  be  done  by  drawing  the  fire  or  shovel- 
ing damp  earth  in  on  top  of  it. 

Q.  What  can  be  done  in  case  a  check  valve  in  the  delivery 
pipe  from  the  injector  becomes  cocked  so  that  it  will  not  seat? 

A.  It  is  possible  that  an  injector  with  an  independent  lift- 
ing jet  could  be  made  to  hold  the  steam  in  the  boiler  and  start 
at  any  time  against  that  pressure.  But  with  injectors  that 
do  not  have  such  a  jet  it  is  probable  that  the  steam  and  water 
would  flow  back,  and  have  the  same  results  as  a  broken  check. 
This  is,  of  course,  on  the  supposition  that  there  is  no  check 
between  the  injector  and  the  main  one  at  the  entrance  of  the 
delivery  to  the  boiler.  Such  a  check  would  neutralize  the  effect 
of  any  displacement  of  the  main  one.  Sometimes  a  cocked  valve 
may  be  made  to  straighten  and  subsequently  seat,  by  cutting 
down  the  delivery  of  the  injector  to  as  low  a  point  as  possible 
and  then  opening  it  wide.  The  sudden  influx  of  water  may 
open  the  valve  enough  to  loosen  it  and  permit  it  to  square  it- 
self and  then  come  back  fairly  on  its  seat. 

Q.     What  should  be  done  in  case  the  pump  jails  to  work? 

A.  Attention  may  be  called  to  the  fact,  as  a  preface  to 
the  answer  to  this  question,  that  the  pump  has  been  practir 
cally  discarded  from  modern  American  locomotives,  and  the 
injector  substituted  in  its  place.  When  the  pump  is  used  it 
consists  ordinarily  of  a  solid  plunger  attached  to  the  cross- 
head  and  moving  to  and  fro  in  a  hollow  cylinder  a  little  larger 
than  its  own  diameter.  Leakage  is  prevented  by  a  stuffing 


154  LOCOMOTIVE  BREAKDOWNS. 

box,  as  in  the  case  of  the  piston  rods  or  valve  stems.  The  valves 
are  usually  very  strong  and  the  delivery  valves  are  frequently 
in  duplicate  and  set  in  series.  This  is  in  order  that  any  leakage 
through  one  may  be  checked  by  the  other. 

Of  course  the  pump  is  only  at  work  when  the  engine  is  in  motion. 

The  first  things  to  be  looked  to  in  case  the  pump  ceases  to 
work  are  the  lazy  cock  and  the  condition  of  the  water  in  the 
tank.  The  former  should  be  open  and  the  latter  of  sufficient 
depth  to  feed  the  pump.  If  these  two  points  are  found  to  be 
all  right,  the  next  thing  is  to  open  the  air  cock  in  the  delivery 
pipe.  This  will  relieve  the  pump  of  some  of  the  pressure 
against  which  it  must  work  while  forcing  water  into  the  boiler,  and 
may  start  it  when  it  would  be  impossible  to  do  so  if  such  a  re- 
lief were  not  afforded.  As  soon  as  a  solid  stream  of  water  is 
seen  issuing  from  the  air  cock,  the  latter  may  be  closed  and  the 
pump  will  ordinarily  deliver  to  the  boiler  without  further  trouble. 

If  the  opening  of  the  air  cock  fails  to  start  the  pump  the  next 
place  to  look  for  the  difficulty  is  in  the  suction  valve.  If  this 
valve  opens,  water  can  hardly  fail  to  be  delivered,  but  if  it  is 
stuck  shut,  none  can  enter  the  pump.  It  can  sometimes  be 
started  by  jarring  with  a  hammer,  but,  owing  to  the  difficulty 
of  reaching  it  from  the  running  board,  it  is  sometimes  danger- 
ous to  attempt  to  strike  its  casing  when  the  engine  is  in  motion. 

The  safe  plan,  then,  is  to  slacken  speed  and  to  strike  the 
casing  while  walking  alongside.  If  this  does  not  remedy  the 
trouble,  a  stop  must  be  made  and  a  search  instituted. 

While  doing  this  the  packing  about  the  plunger  should  be 
examined  to  see  that  it  is  not  leaking  to  such  an  extent  that 
the  air  admitted  prevents  the  suction  valve  from  opening.  In 
case  it  is,  it  should  be  tightened  and  the  cure  will  probably  be 
found  to  be  effected. 


INJECTOR  TROUBLES. 


155 


The  next  thing  to  be  done  is  to  take  down  the  strainer  and 
see  that  it  is  clean.     This  proving  to  be  all  right,  next  remove 


FIG.  57. — SECTION  OF  LOCOMOTIVE  BOILER  PUMP. 

the  bolts  holding  the  suction  pipe  to  the  suction  valve  casing. 
Take  out  the  casing  and  remove  the  valve,  and  see  that  it  is 
not  jammed,  stuck  or  battered,  but  is  perfectly  free  to  move. 


156  LOCOMOTIVE  BREAKDOWNS. 

If  this  is  all  right,  do  the  same  thing  with  the  delivery  valves; 
and,  then,  if  the  pump  fails  to  work,  the  trouble  will  probably 
be  found  to  exist  in  the  check  valve,  which  can  only  be  examined 
when  there  is  no  steam  pressure  on  the  boiler. 

The  delay  implied  in  the  above  answer  would  not  ordinar- 
ily be  incurred  because  of  the  fact  that  the  locomotive  is  in- 
variably fitted:  with  two  pumps,  and  if  one  fails  the  other  can 
be  put  into  service,  and  it  is  not  at  all  probable  that  both  will 
fail  at  the  same  time. 

When,  ^however,  one  pump  does  fail  steps  should  be  taken 
at  once  to  put  it  into  working  order  again,  so  as  to  have  the. 
usual  reserve-  against  emergencies.  The  examination  of  the 
strainer  can  ordinarily  be  made  during  the  time  occupied  in 
taking  water,  and  the  valves  can  be  taken  dow'n  and  examined 
during;  the  time  allowed  for  lunch,  if  there  is  such  an  allowance, 
on  a  passenger  run-,  or  while  waiting  at  passing  points  on  a 
freight  train.  The  construction  of  an  ordinary  locomotive 
pump  is  shown  in  Fig.  57.  The  valves  are  of  the  most  substan- 
tial construction  and  all  parts  are  so  designed  that  they  can  be 
easily  and  quickly  removed  for  inspection  and  repairs.  It  will 
be  noticed  that  there  are  two  air  chambers;  one  for  the  delivery 
and  the  other  for  the  suction.  The  use  of  the  former  is  to  give 
a  comparatively  even  pressure  upon  the  stream  flowing  into 
the  boiler;  while  the  latter  serves  the  same  purpose  in  preventing 
the  pounding  of  the  /valves  and  keeping  the  flow  of  water  steady, 
especially  at  high  speeds,  when  the  capacities  of  the  valve  open- 
ings will  be  taxed  to  their  utmost.  It  will  be  readily  understood 
that,  where  the  valves  are  opening  and  closing  several  hundred 
times  a  minute,  it  is  of  the  utmost  importance  that  there  should 
be  no  break  in  the  stream  of  water. 


CHAPTER"  XII. 
Accidents  to  Cab  Fixtures. 

Q.  What  should  be  done  in  case  the  cylinder  lubricator 
fails  to  ivorkf 

A.  The  lubricator  should  be  disconnected  and  the  cylin- 
ders oiled  through  the  feed  pipes  in  the  same  way  as  that 
employed  with  the  old-fashioned  cylinder  lubricators. 

Just  how  this  can  be  done  will  depend  somewhat  upon 
the  lubricator  th'at  is  used.  It  will  usually  be  founid  to  be 
possible  to  so  disconnect  it  that  the  work  can  be  (Jone  as 
described. 

Take  the  Nathan  lubricator  shown  in  Fig.  58,  as  3m  ex- 
ample. If  the  lubricator  stops  feeding  oil  on  account  dfcfhe 
breakage  of  the  glass  or  for  any  other  reason,  the  valves 
A  and  B  should  be  closed.  This  cuts  off  the  flow  of  oil 
through  the  glass  or  passage  affected,  but  does  not  in  any 
way  interfere  with  the  working  of  the  balance  of  the  lubri- 
cator. 

-.Special  tallow  cups  C  are  provided  on  these  lubricators, 
which  may  be  opened  and  used  in  the  same  way  as  the  old- 
fashioned  cab  oilers  when  the  engine  is  on  a  down  grade 
or  at  any  other  time  that  it  is  drifting  with  the  throttle 
closed. 

This  feature  can  also  be  used  at  any  time  to  supplement 
the  supply  of  oil  to  the  cylinder  in  any  quantity,  as  in  the 
case  of  common  non-automatic  lubricators.  This  method 
can  be  used,Hvith  possibly  some  changes  in  the  detail  of  the 


158 


LOCOMOTIVE  BREAKDOWNS. 


ACCIDENTS  TO  CAP,  FIXTURES.  159 

operation  and  arrangement  with  all  sight  feed  automatic 
lubricators. 

Q.  What  may  be  the  cause  of  an  irregular  action  of  an 
automatic  sight  feed  cylinder  lubrica'tor? 

A.  If  the  fitting  of  the  choke  plugs  is  too  loose,  or  the 
feed  holes  are  too  large,  the  result  may  be  an  intermittent 
feed.  This  hole  should  not  be  more  than  1-32  inch  in  di- 
ameter. An  obstruction  in  the  equalizing  tubes  will  also 
cause  an  irregular  action.  These  tubes  should  be  kept  free 
and  clean  and  the  choke  plugs  tight. 

Q.  What  is  the  first  thing  to  be  done  in  case  a  lubricator 
fails  to  work? 

A.  The  bottom  cocks  should  be  opened  and  a  full  head 
of  steam  turned  on  so  as  to  blow  it  out.  If  this  fails  to  put 
the  instrument  in  working  condition,  take  out  the  sight  feed 
glasses  and  examine  the  feeders  at  the  bottom  to  see  that 
they  are  clean  and  clear.  If  this  fails  it  should  be  dis- 
connected as  per  the  instructions  in  the  answer  on  page  145. 

Q.  In  case  a  Nathan  lubricator  fails  to  feed,  but  the  feed 
glasses  fill  with  water  when  not  at  work,  the  said  water  all 
leaving  the  glass  when  attempting  to  use  the  feed  what 
may  be  the  matter? 

A.  According  to  the  makers  of  the  device,  such  trouble 
may  be  "caused  by  not  having  full  steam  pressure  on  the 
lubricator  when  the  engine  was  moved  out  of  the  round- 
house. The  water  valve  was  opened,  but  not  the  steam.  In 
this  condition  there  was  a  direct  opening  from  the  lubrica- 
tor to  the  steam  chest  through  the  water  valve,  drawing  the 
condensed  water  from  the  condenser  and  then  siphoning  the 


160  LOCOMOTIVE  BREAKDOWNS. 

oil  through  the  water  tube  out  of  the  oil  chamber.  This 
will  cause  the  water  from  the  sight  feed  glasses,  together 
with  any  oil  that  may  be  on  top  of  the  same,  to  be  drawn 
into  the  oil  chamber.  This  will  last  until  the  oil  chamber  is 
solid  full,  then  the  feed  glasses  will  fill  up  with  water  again, 
and  if  the  condenser  has  in  the  meantime  regained  con- 
densed water,  the  cup  will  feed  oil  again.  The  remedy  is 
to  open  the  steam  valve  full  before  the  engine  is  moved. 

Q.  What  should  be  done  if  the  glass  of  the  water  gauge 
breaks? 

A.  If  the  fittings  are  not  supplied  with  automatic  self- 
closing  valves,  this  is  a  minor  accident  that  may  cause 
serious  injury  to  the  enginemen,  especially  to  the  fireman, 
on  account  of  the  pieces  of  flying  glass.  The  only  thing  to  be 
done  is  to  close  the  cocks  at  the  top  and  bottom  of  the 
fitting,  thus  shutting  off  the  escape  of  steam,  and  then  use 
the  gauge  cocks  to  determine  the  water  level  for  the  re- 
mainder of  the  run. 

Q.  What  is  Ihe  principal  indication  of  a  defect  in  the 
water  glass  of  a  locomotive  f 

A.  When  the  engine  is  in  motion  the  surface  of  the  water 
in  the  glass  is  constantly  rising  and  falling,  and  if,  at  any 
time,  it  becomes  stationary,  it  is  a  sure  sign  that  the  bottom 
opening  of  the  glass  is  clogged  to  a  greater  or  less  extent. 

Q.  Is  the  fact  that  the  surface  of  the  water  is  moving  up 
and  down  when  Ihe  engine  is  in  motion  a  sure  sign  that  both 
top  and  bottom  openings  of  the  glass  are  free? 

A.  No.  The  top  opening  may  be  nearly  or  quite  closed, 
and  if  the  bottom  one  is  clear  the  water  will  continue  to  rise 


ACCIDENTS  TO  CAB  FIXTURES.  161 

and  fall  in  the  glass,  although  it  will  not  correctly  register 
the  water  level  in  the  boiler.  For  this  reason  the  water 
gauges  should  be  kept  free  at  all  times,  and  be  frequently 
used  to  check  the  indications  of  the  water  glass. 

Q.  In  case  a  water  glass  is  broken  hoiv  can  a  new  one  be 
cut  to  iit  in  its  place? 

A.  .  A  piece  of  hardened  steel  with  a  bent  point  should 
be  used  to  make  a  scratch  around  the  inside  of  the  tube. 
The  latter  can  then  be  easily  and  accurately  broken  at  the 
point  so  marked. 

Another  way  that  is  said  to  be  equally  effective  is  to  wet 
the  sulphur  end  of  an  ordinary  match  and  make  a  mark 
around  the  inside  of  the  glass  at  the  point  where  it  is 
desired  to  break  it.  Then  hold  the  glass  at  this  point  in  the 
flame  of  a  candle  or  another  match,  revolving  it  in  the  mean- 
time so  as  to  heat  it  evenly  over  the  whole  circumference. 
It  is  said  that  it  can  then  be  readily  broken  with  the  ringers 
at  the  point  marked,  with  a  smooth  and  even  fracture. 

Q.  What  precautions  should  be  taken  in  replacing  a 
broken  water  glass? 

A.  If  the  boiler  is  hot  at  the  time  the  replacement  is 
made  the  packing  at  the  ends  of  the  glass  should  be  screwed 
up  very  loosely  so  that  there  is  no  possibility  of  the  unequal 
expansion  between  the  glass  and  the  frame  causing  an 
excess  of  pressure  on  the  former  and  breaking  it.  After  it 
has  been  put  in  position  it  should  be  allowed  to  stand  long 
enough  to  become  as  warm  as  it  will  through  contact  with 
the  heated  parts  of  the  frame.  Then  start  the  upper  valve 
so  as  to  allow  a  mere  leakage  of  steam  into  the  glass  and 


I  6-2 


LOCOMOTIVE  BRKA  KDOWXS. 


FIG.  59. — THE  GOLLMAR 
BELL  RINGER. 


permit  a  considerable  amount  of 
condensation  to  collect  at  the  bot- 
tom before  starting  the  lower 
valve  in  the  same  way.  When 
the  water  level  indicates  approxi- 
mately that  of  the  boiler  the 
valves  may  be  gradually  opened 
until  they  are  in  their  normal 
working  position. 

The  packing  glands  may  then 
be  screwed  gently  home  until  all 
the  leaking  has  been  stopped,  re- 
membering, however,  that  it  is 
better  to  have  a  leak  than  to 
screw  the  packing  home  too 
rapidly,  since  the  glass  should  be 
perfectly  free  to  expand  length- 
wise and  diametrically  in  order 
to  adjust  itself  to  the  normal 
working  condition  and  be  with- 
out strain. 

Q.  What  should  be  done  in 
case  a  bell  ringer  refuses  to 
work? . 

A.  The  real  cause  of  the  fail- 
ure of  this  part  of  the  engine 
mechanism  is  usually  due  to  a 
neglect  on  the  part  of  the  en- 
gineer or  fireman  to  give  the  de- 
vice proper  care.  The  usual 


ACCIDENTS  TO  CAB  FIXTURES.  163 

trouble  is  dirt.  Whether  compressed  air  or  steam  is  used 
oil  for  the  lubrication  of  the  cylinder  is  needed,  and  the 
trouble  usually  is  not  that  an  insufficient  quantity  is  supplied 
but  that  too  much  is  used  and  that,  too,  in  doses  larger  than 
the  cylinder  can  take  care  of.  The  result  of  such  treatment 
is  that  the  exhaust  pipe  soon  becomes  filled  with  cooked  oil 
so  that  the  pressure  cannot  escape  as  the  bell  pushes  the 
piston  down  and  the  apparatus  is  choked.  The  first  step 
to  take,  therefore,  when  the  bell  ringer  fails  to  work  is  to 
take  it  apart  and  see  that  it  is  clean. 

As  these  bell  ringers  are  usually  worked  by  a  single  acting 
piston  whose  valve  is  moved  in  one  direction,  at  least,  by  the 
weight  of  the  bell,  the  mechanism  is  ordinarily  very  simple. 
A  failure  to  act  may  also  easily  occur.  In  the  Gollmar  ringer, 
for  example,  shown  in  Fig.  59,  the  steam  or  air  is  admitted 
through  the  port  a  to  the  interior  of  the  hollow  cylindri- 
cal valve  c. 

As  the  piston  d  is  raised  by  this  pressure,  the  end  of  the 
stem,  e,  strikes  against  the  lug  of  the  valve  c,  through 
which  it  passes.  In  order  that  the  exhaust  may  escape  it,is 
necessary  that  this  valve  c  should  be  raised  high  enough 
so  that  its  lower  edge  shall  be  above  the  exhaust  opening  b. 

The  stem  e  after  being  adjusted  is  held  in  its  proper  posi- 
tion by  the  check  nut  /.  If,  then,  this  latter  works  loose 
and  the  stud  e  unscrews,  it  is  evident  that  the  valve  c  will  not 
be  raised  high  enough  for  the  exhaust  to  escape,  which  will 
result  in  the  stopping  of  the  ringer. 

Stoppage  may  also  result  from  a  leakage  of  the  piston 
packing  ring,  but  this  latter  will  come  on  so  slowly  and  will 


[64  LOCOMOTIVE  BREAKDOWNS. 

manifest  itself  by  the  gradual  weakening  of  the  action  of 
the  device  so  that  there  should  be  no  difficulty  in  this  case 
in  locating  the  trouble. 

The  mechanism  is  so  simple  that  when  it  refuses  to  work 
the  cylinder  head  should  be  taken  off  and  all  parts  removed. 
By  measuring  the  height  of  the  exhaust  port  b  above  the 
bottom  of  the  cylinder  and  knowing  the  stroke  of  the  piston, 
it  is  an  easy  matter  to  subtract  the  former  from  the  latter 
and  ascertain  whether  the  stem  e  is  adjusted  to  give  the 
proper  lift  or  not. 

Q.  What  should  be  done  in  case  a  steam  gauge  becomes 
broken  or  fails  to  indicate  the  actual  pressure ? 

A.  This  is  a  minor  accident  that  is  of  comparatively 
little  moment.  While  it  is  desirable  that  the  gauge  should 
be  accurate  in  order  that  the  enginemen  may  be  able  to  regu- 
late the  fire  and  run  most  efficently  it  is  quite  possible  to  run 
safely  without  any  steam  gauge  at  all.  The  failure  of  this 
fixture  is  comparatively  rare,  but  as  it  is  subject,  to  constant 
deterioration  it  should  be  tested  frequently  and  readjusted 
to  proper  indication.  If,  however,  the  gauge  should  be 
broken  as  the  result  of  any  accident  the  steam  should  be 
shut  off  from  it  and  the  run  completed  by  the  indications  of 
the  safety  valve.  Incidentally,  the  noise  of  the  steam  escap- 
ing from  the  top  gauge  cock  should  afford  an  approximate 
indication  of  the  steam  pressure  in  the  boiler.  This,  how- 
ever, requires  an  ear  trained  by  long  and  close  observation. 


CHAPTER  XIII. 
Tender  Accidents. 

Q.  What  should  be  done  in  case  of  the  breakage  of  the 
draiv-bar  between  the  engine  and  tender? 

A.  If  the  engine  has  safety  chains  these  will  usually  have 
sufficient  strength  to  haul  the  tender,  -but  may  be  insufficient 
to  do  the  same  with  a  heavy  train.  Should  there  be  no  safety 


FIG.  60. — SPLICED  TENDER  HOSE. 

chains,  the  engine  and  tender  may  be  held  together  by 
chaining  the  tender  frame  to  the  deck. 

Q.  Whal  should  be  done  with  a  broken  or  burst  hose 
connection  between  the  engine  and  tender? 

A.  As  there  is  nothing  to  burst  this  hose  since  it  is  sub- 
jected to  no  internal  pressure,  any  rupture  to  which  it  may 
be  subjected  is  likely  to  be  caused  by  a  parting  of  the  engine 
and  tender,  as  in  the  breakage  of  a  drawbar. 

If  the  hose  is  not  torn  in  two  it  may  be  temporarily  re- 
paired by  laying  a  piece  of  leather  or  heavy  cloth  over  the 
hole  and  binding  it  down  with  strong  twine  or  cord. 

165 


1 66 


LOCOMOTIVE  BREAKDOWNS. 


If  the  hose  is  torn  entirely  in  two,  it  may  be  possible 
to  repair  it  by  wrapping  it  with  leather  or  heavy  cloth  as 
before,  or  by  inserting  a  piece  of  hose  into  each  of  the  two 
severed  ends  and  binding  the  hose  down  tightly  against  it. 
A  short  length  of  iron  pipe  may  also  be  used  and  wound  in 
place  in  the  same  manner,  as  stiown  in  Fig.  60. 

Q.  What  should  ^e  done  when  a  tender  truck  breaks 
down? 

A.     If  it  is  the  forward  truck,  it  should  be  removed  and 


FIG.  61. — CHAINED  UP  TENDER  TRUCK. 

the  front  end  of  tender  frame  may  be  chained  to  and  held  by 
the  rear  end  of  the  engine  frame. 

If  it  is  the  rear  truck  that  has  failed  it  should  be  re- 
placed by  a  car  truck,  if  one  is  available.  If  not,  the  tender 
should  be  jacked  up  and  the  front  truck  put  at  the  rear,  and 
the  front  end  chained  to  the  engine  frame  as  already  de- 
scribed. 

When  a  tender  has  been  chained  in  this  way  the  engine 
should  be  run  very  slowly  and  cautiously. 


TENDER  ACCIDENTS.  167 

Q.  What  should  be  done  if  an  axle  under  a  tender  truck 
breaks? 

A.  If  it  is  a  front  axle  that  end  of  the  truck  should  be 
chained  up  to  the  frame  of  the  tender  so  that  the  wheels  will 
be  clear  of  the  rails,  as  shown  in  Fig.  61.  These  must  also 
be  secured  so  that  there  is  no  danger  of  the  broken  parts  fall- 
ing down  upon  the  track. 

Should  it  be  a  rear  axle  that  is  broken  the  frame  should 
be  jacked  up  and  the  truck  turned  around,  after  which  it 
should  be  chained  and  secured  as  already  directed. 

When  possible  it  is  safer  and  better  to  substitute  a  car 
truck  for  the  one  that  is  disabled. 

Q.     What  should  be  done  if  a  tender  wheel  is  broken? 

A.  The  pair  of  injured  wheels  should  be  chained  .or 
blocked  so  that  they  cannot  turn  and  the  engine  run  care- 
fully with  these  wheels  sliding  to  the  nearest  siding  or 
telegraph  station. 

Q.  When  an  engine  or  the  tender  is  disabled  by  the 
breakage  of  a  wheel  or  axle,  and  the  rear  wheel  of  a  truck 
or  the  rear  driving  wheel  is  daynaged,  is  it  safe  to  run  the 
enginp  backwards? 

A.     It  is  not. 

Q.  If  the  tank  valve  has  become  broken  or  disconnected 
so  that  it  has  dropped  down  on  the  seat,  how  may  it  be  un- 
seated? 

A.  It  may  be  done  by  opening  the  heater  wide  and  blow- 
ing steam  in  with  force.  This  should  throw  the  valve  out  of 
position.  After  which  the  heater  valve  should  be  immed- 
iately closed  to  avoid  the  danger  of  bursting  the  hose. 


CHAPTER  XIV. 
Miscellaneous  Accidents. 

Q.  What  are  the  first  duties  of  the  engineer  in  case  of  G, 
breakdown  upon  the  road? 

A.  The  first  thing  to  be  done  after  stopping  is  to  see  to 
it  that  the  train  is  protected  by  flagmen  in  both  directions  in 
case  of  a  single  track  road,  and  in  the  rear  on  a  double 
track.  If  the  nature  of  the  accident  is  such  that  both  tracks 
of  a  double  track  road  are  in  any  way  obstructed,  flagmen 
should  be  sent  to  the  front  as  well  as  to  the  rear.  Should  the 
breakdown  be  one  that  is  likely  to  require  much  time  to  put 
the  engine  in  running  order,  word  should  be  sent  to  the 
nearest  telegraph  station,  flagging  a  passing  train  to  send  the 
message  if  necessary. 

The  next  thing  to  do  is  to  determine  the  character  of  the 
mishap  and  locate  the  damage ;  ascertaining  whether  it  will 
be  necessary  to  ask  for  outside  assistance,  and,  if  it  will  be, 
sending  to  the  nearest  telegraph  station  for  the  same  at  once. 
Finally  work  should  be  started  immediately  to  put  the  engine 
in  condition  to  be  moved.  There  is  almost  always  something 
that  can  be  done  before  outside  help  arrives  that  will  facili- 
tate the  preparations  and  shorten  the  time  during  which  the 
disabled  engine  will  be  blocking  the  tracks. 

Q.  When  running  over  a  slippery  rail  will  it  be  necessary 
to  keep  a  continuous  stream  of  sand  running? 

A.  If  the  engine  is  fitted  with  a  pneumatic  sander  that 
is  so  adjusted  that  an  exceedingly  fine  stream  of  sand  can  be 

1 68 


MISCELLANEOUS  ACCIDENTS.  169 

delivered  to  the  rail  at  all  times  it  may  be  necessary  to  main- 
tain such  a  flow  continuously.  But,  with  the  common  sand 
valve,  gravity  flow  sander,  such  a  fine  regulation  is  impossi- 
ble, and  better  results  can  be  obtained  by  opening  and  closing 
the  sand  valve  than  by  permitting  an  uninterrupted  stream  to 
flow  down  upon  the  rails.  The  objection  to  the  latter  method 
is  that  it  wastes  the  sand  and  makes  the  train  pull  hard ; 
while,  with  the  intermittent  method,  the  excess  that  runs 
down  upon  the  rails  when  the  valve  is  opened  will  cause 
enough  to  stick  to  the  drivers  to  maintain  the  required 
adhesion  to  prevent  slipping  over  short  distances  when  the 
valve  is  closed.  No  rule  can  be  given  for  this,  as  the  work 
must  be  done  according  to  the  condition  of  the  rail,  and 
the  speed  of  the  train,  but  ordinarily  an  opening  made  once 
in  every  ten  or  fifteen  rods  will  suffice. 

Q.  How  can  a  dead  engine  that  is  being  towed  be  pumped 
up  so  that  it  can  move  itself? 

A.  If  the  engine  is  to  be  towed  for  a  short  distance  only, 
it  may  be  done  with  all  of  the  connections  intact,  and  with 
the  pistons  moving  to  and  fro  in  the  cylinders.  Under  these 
conditions  if  the  reverse  lever  is  thrown  into  a  position 
opposite  to  that  in  which  the  engine  is  moving  the  pistons 
will  draw  air  in  at  the  exhaust  and  pump  it  into  the  boiler 
(the  throttle  being  open).  A  pressure  will  then  be  accumu- 
lated therein  that  can  be  drawn  upon  to  move  the  engine  for 
short  distances  until  the  supply  is  exhausted. 

Q.     What  should  be  done  if  an  engine  becomes  derailed ? 

A.  It  is  impossible  to  give  explicit  directions  for  putting 
a  derailed  engine  back  upon  the  rails,  as  each  case  calls  for  a 


1 7°  LOCOMOTIVE.  BREAKDOWNS, 

special  method  of  procedure.  Only  general  instructions  can, 
therefore,  be  given. 

The  first  thing  to  be  done  after  the  derailment  occurs  is 
to  examine  the  situation  carefully  and  decide  whether  or  no 
it  will  be  necessary  to  send  for  assistance  in  order  to  replace 
the  machine  on  the  rails,  and  also  what  kind  of  assistance 
will  be  needed.  Sometimes  an  engine  may  be  off  the  rails 
in  a  way  in  which  it  is  helpless  to  assist  itself,  but  where  a 
pull  from  another  engine  will  put  it  back.  At  others  it  must 
needs  be  lifted  by  a  traveling  derrick. 

In  a  general  way  it  may  be  stated  that  an  engine  can  be 
most  easily  put  back  upon  the  rails  over  the  same  path  that 
it  followed  in  leaving  them. 

Where  jacking  must  be  resorted  to,  the  amount  of  lift 
should  be  reduced  to  a  minimum.  As  the  wheels  are  the 
important  elements  in  the  case,  they  should  begin  to  rise  as 
soon  as  the  jacking  is  begun.  That  this  may  be  so,  block- 
ing should  be  placed  beneath  the  boxes  and  above  the  pedes- 
tal binders  of  the  driving  axles,  so  that  the  wheels  may 
start  to  rise  at  once.  If  this  is  not  done  the  weight  of  the 
engine  will  have  to  be  lifted  the  distance  between  the  binders 
and  the  oil  box  before  the  work  will  have  any  effect  on  the 
wheels. 

As  soon  as  the  wheels  begin  to  rise,  keep  the  space  be- 
tween them  and  the  ground  well  filled  with  plank  and  block- 
ing, so  that  no  settlement  may  be  possible  through  an 
accident  or  settling  of  the  jacks  themselves.  Where  the 
engine  is  to  be  moved  a  short  distance  transversely  of  the 


MISCELLANEOUS    ACCIDENTS.  171 

tracks,  traveling  jacks  will  be  found  to  be  a  great  con- 
venience. 

If  it  is  not  found  to  be  necessary  to  jack  up  the  engine, 
portable  frogs  may  be  used  to  replace  the  same.  These 
should  be  put  in  front  of  the  wheels  and  the  locomotive 
moved  back  in  the  direction  opposite  to  that  followed  when  it 
left  the  rails. 

It  should  also  be  borne  in  mind  that  sudden  movements 
of  a  derailed  engine  are  apt  to  make  matters  worse  rather 
than  better.  The  engine  should  always  be  moved  slowly 
and  carefully  so  that  it  may  be  instantly  stopped  in  case 
things  go  wrong. 

If  more  than  one  pair  of  wheels  are  off  the  rails  and  an 
attempt  is  to  be  made  to  replace  the  machine  with  frogs, 
these  should  be  put  in  front  of  the  wheels  that  are  outside 
the  rails,  and  blocking  be  used  in  front  of  those  on  the 
inside,  provided  there  are  not  enough  frogs  to  serve  each 
with  one. 

These  are  a  few  of  the  general  principles  that  are  to  be 
applied  in  putting  a  derailed  locomotive  back  upon  the 
track.  Just  how  they  are  to  be  used  in  detail  will  depend 
upon  the  conditions  of  the  accident,  the  local  surround- 
ings and  the  good  judgment  of  the  man  in  charge  of  the 
work. 

Q.  What  arc  some  of  the  forms  of  wrecking  frogs  that 
are  valuable  for  use  in  replacing  derailed  engines  upon  the 
tracks? 

A.  Fig.  62  shows  a  common  wrecking  frog  that  is  used 
for  the  wheel  on  the  outside  of  the  rail  in  connection  with 


172 


LOCOMOTIVE  BREAKDOWNS. 


the  wedge,  Fig.  63.  The  former  is  made  of  a  heavy  bar  with 
legs  that  can  straddle  the  rail  and  having  a  spur  at  the  end 
at  the  base  to  fix  into  a  tie  to  prevent  slipping.  The  wedge  is 


FIG.  62.  —COMMON  WRECKING  FROG. 

made  of  a  piece  of  hard  wood  shaped  as  shown  in  Fig.  63, 
and  plated  on  the  top  and  bottom  to  protect  it  against  in- 
dentation by  the  flanges.  This  is  used  for  the  wheels  on 
the  inside  of  the  rails  and  serves  merely  to  lift  them  to  the 


FIG.  63. — WRECKING  WEDGES  FOR  RE-RATLING  WHEELS. 

height  of  the  rails,  it  being  unnecessary  to  carry  the  flanges 
over  the  top  of  the  same  as  in  the  case  of  the  wheels  outside 
the  rails  with  which  the  frog  is  used. 


MISCELLANEOUS  ACCIDENTS.  173 

The  wedge  is  prevented  from  slipping  by  spurs  in  the 
bottom  that  are  pressed  into  the  ties.  It  may  be  rectangular 
or  triangular  in  plan,  the  latter  being  used  at  switches  where 
converging  rails  would  make  the  use  of  a  rectangular  one 
impossible. 

In  addition  to  these  common  frogs  and  wedges  there  are 
a  number  of  others  upon  the  market  that  are  rendering 
efficient  service. 

Among  these  are  the  Alexander  frog,  Fig.  64,  which  is 


FIG.  64. — THE  ALEXANDER  WRECKING  FROG. 

made  of  pressed  steel  and  is  very  strong  and  comparatively 
light. 

The  Cooke  frog,  Fig.  65,  is  triangular  in  plan  and  fits 
over  the  rail,  having  spurs  to  prevent  slipping.  It  thus 
forms  an  inclined  plane  upon  each  side  of  the  rail  for  the 
elevation  of  the  wheels.  These  frogs  are  used  in  pairs  and 
are  rights  and  lefts. 

Q.  In  case  an  engine  is  derailed,  injured,  or  in  such  a 
position  that  'the  sheets  and  tubes  cannot  be  kepi  covered 
ivith  water,  what  should  be  done? 

A.     The-  fire  must  be  drawn  or  extinguished. 

Q.    How  can  this  best  be  done? 


174 


LOCOMOTIVE  BREAKDOWNS. 


A.  Either  by  cleaning  off  the  grates  by  drawing  the  fire 
out  at  the  door  or  smothering  it  with  a  thick  layer  of  damp 
earth. 

Q.     Why  not  quench  the  fire  with  water? 

A.  The  intense  heat  of  the  fire  will  'cause  such  a  sudden 
generation  of  stearn  that  it  will  not  only  put  the  person  throw- 
ing on  the  water  in  great  danger,  but  will  be  apt  to  scatter 
the  live  coals  in  a  way  likely  to  set  fire  to  neighboring 


.  65.  —  THE:  COOKE  WRECKING  FROG. 


objects.  In  addition  to  this,  the  sudden  cooling  of  the  fire- 
box sheets  has  a  tendency  to  crack  them. 

Q.  When  danger  ahead  threatens  a  train,  what  course 
should  be  pursued  in  making  a  quick  stop? 

A.  The  throttle  should  be  closed,  the  air  brake  set  to  an 
emergency  application,  the  engine  reversed,  sand  applied  to 
the  rail  and  the  throttle  opened,  if  the  air  brakes  are  not 
applied  to  the  driving  wheels.  Otherwise  the  throttle  had 
best  be  left  closed. 


MlSCKLLANEOUS    ACCIDENTS.  175 

Q.     What  arc  sonic  of  'the  causes  of  hot  bearings? 

A.  Hot  bearings  may  be  due  to  too  great  a  pressure  upon 
the  journal ;  to  a  binding  of  the  boxes  or  the  brasses  causing 
the  shaft  to  be  pinched ;  to  defective  lubrication ;  to  badly  fit- 
ting brasses,  and  to  dust  and  grit  working  in  between  the 
rubbing  surfaces. 

Q.  What  should  be  done  if  the  main  axle  bearing  runs 
hot? 

A.  As  soon  as  the  bearing  manifests  signs  of  heating 
it  should  be  copiously  supplied  with  oil,  and  if  the  boxes 
are  fitted  with  water  pipes  that  will  throw  a  stream  of  water 
upon  them,  that  leading  to  the  hot  box  should  be  opened. 
If  the  water  and  the  oil  so  applied  fail  to  keep  the  journal 
cool,  but  its  temperature  continues  to  rise  until  there  is  dan- 
ger of  melting  the  babbitt  or  brass,  the  box  should  be  re- 
lieved~of  a  portion  of  its  load.  This  may  be  done  by  driving 
a  wedge  in  between  the  spring  saddle  and  the  frame. 

Sometimes  heating  may  be  due  to  the  binding  of  the  box 
in  the  wedges.  If  this  is  the  case,  any  further  heating 
merely  makes  matters  worse,  and  relief  may  sometimes  be 
obtained  by  slacking  oft"  the  wedges. 

Q.  What  should  be  done  in  case  a  rod  brass  becomes 
hot? 

A.  If  the  heating  is  discovered  before  the  babbitt  melts, 
the  trouble  may  usually  be  relieved  by  loosening  the  brasses 
a  little,  cooling  off  with  water  and  giving  the  heated  bearing 
a  copious  supply  of  oil. 

Should  the  bearing  become  so  hot  as  to  melt  the  babbitt 
before  the  trouble  is  discovered,  it  is  best  not  to  stop  until  it 


176  LOCOMOTIVE  BREAKDOWNS. 

is  all  thrown  out.  Otherwise  it  will  be  apt  to  fill  and  clog 
the  oil  holes.  The  engine  may  then  be  stopped  and  the  rod 
keys  loosened  a  little,  the  bearing  given  a  good  supply  of 
oil  and  the  run  finished.  Careful  and  constant  supervision 
must  be  exercised,  when  running  in  this  condition,  to  avoid 
the  cutting  of  the  pins. 

Q.  What  should  be  done  in  case  an  eccentric  strap  be- 
comes hot? 

A.  The  engine  should  be  stopped  and  the  bolts  holding 
the  two  parts  of  the  strap  in  position  slackened.  If  possible, 
an  extra  liner  should  be  put  in  so  that  the  strap  bolts  can 
be  tightened  and  rattling  avoided.  The  eccentric  should 
be  carefully  oiled  and  the  straps  allowed  to  cool  slowly, 
if  they  are  cast  iron.  Water  should  not,  under  any  cir- 
cumstances, be  put  upon  a  hot  cast  iron  eccentric  strap  as  it 
will  be  almost  certain  to  cause  a  crack. 

Again,  in  the  case  of  a  hot  eccentric  strap,  do  not  move 
the  reverse  lever  after  shutting  off  steam.  If  it  is  thrown 
down  into  the  corner  as  in  the  usual  way  when  making  a 
stop,  the  extra  stress  put  upon  the  straps  due  to  the  in- 
creased travel  of  the  valve  will  be  very  apt  to  break  it.  Wait 
rather  until  the  engine  has  stopped  and  the  strap  bolts  have 
been  slackened. 

Q.  What  should  be  done  if  a  tender  or  forward  truck 
axle  becomes  hot? 

A.  It  may  be  cooled  with  water,  after  which  it  should  be 
carefully  repacked. 

Q.  What  should  be  done  if  the  crosshead  or  guides  be- 
come hot? 


MISCELLANEOUS  ACCIDENTS.  177 

A.  As  there  are  no  means  of  adjusting  the  crosshead  by 
which  it  may  be  eased,  the  best  course  to  take  is  to  keep 
the  rubbing  surfaces  copiously  supplied  with  oil  and  slacken 
speed  if  necessary.  Do  not  throw  water  on  hot  guides  as  it 
will  probably  warp  them  and  make  matters  worse. 

Q.  What  are  the  objections  to  using  water  for  cooling 
hot  bearings? 

A.  Water  is  not  a  lubricant  and  does  not  act  as  such  upon 
a  bearing.  It  merely  serves  as  a  cooling  liquid  by  which 
the  heat  generated  by  the  interaction  of  the  journal  and  the 
box  is  dissipated.  Meanwhile,  there  is  a  rapid  wearing  away 
of  the  parts  affected. 

Another  objection  is  that  the  brasses  and  other  parts  so 
cooled  are  apt  to  be  distorted  by  a  contraction  that  may  be 
local,  so  that  they  will  afterwards  be  more  apt  to  run  hot  than 
would  be  the  case  had  they  not  been  so  treated. 

As  far  as  the  journal  itself  is  concerned  it  apparently  is  a 
matter  of  no  moment  whether  water  is  used  upon  it  when  it 
is  hot  or  not.  There  are  no  records  of  journals  having 
failed  afterward  because  they  were  cooled  with  water,  even 
though  they  may  have  been  heated  to  redness  and  allowed 
to  stand  under  the  weight  of  the  car  while  the  water  was 
being  poured  upon  them. 

Q.     What  is  a  cause  of  crank  pins  running  hot? 

A.  This  is  most  frequently  due  to  badly  fitting  brasses. 
It  often  happens  that  when  the  brasses  are  removed  they 
are  improperly  fitted  by  being  eased  off  too  much  at  the  top 
so  that  they  do  not  have  a  good  bearing  there,  or  by  being 
keyed  too  tight  so  as  to  pinch  the  pin.  If  brasses  have 


1 7  8  Loco M  or i v K  B  R K A  K  now  x  s . 

been  running  cool  before  they  were  refitted,  and  do  not  do 
so  afterwards  it  is  a  sure  sign  that  the  work  has  not  been 
done  in  a  proper  manner.  Satisfactory  results  are  most 
easily  attained  by  boring  the  brass  a  little  larger  than  the  pin. 

Crank  pins  will  also  run  hot  if  the  proper  quality  of  oil  is 
not  used.  If  cylinder  oil  is  put  in  the  oil  cups  in  cold  weather 
it  is  apt  to  fail  in  the  feeding  and  cause  trouble  by  allow- 
ing the  pins  to  become  hot. 

Q.     If oiv  should  rod  brasses  be  filed  when  worn? 

A.  The  filing  should  be  such  that  when  the  keying  is 
done  the  two  brasses  are  brought  solidly  together,  metal  to 
metal.  If  this  were  to  be  done  by  simply  filing  off  the  edges 
of  the  brasses,  they  would  be  apt  to  pinch  the  pin  at  the  top 
and  bottom  and  run  hot.  For  that  reason  they  must  be 
eased  off  a  little  at  the  top  and  bottom.  After  the  filing  has 
been  done  the  brasses  should  be  replaced  in  the  strap  and 
keyed  solid.  When  in  this  condition  they  should  whirl  easily 
and  freely  upon  the  pin. 

Q.  What  should  be  done  in  ease  an  engine  becomes  stalled 
in  the  snow? 

A.  As  in  many  other  instances  the  course  to  be  pursued 
will  depend  upon  the  existing  conditions. 

If  the  fuel  supply  of  the  tender  has  been  nearly  or  quite 
exhausted  so  that  there  is  nothing  wherewith  to  keep  the 
engine  hot,  it  will  be  necessary  to  empty  the  tender,  discon- 
nect the  pipes  and,  as  soon  as  the  steam  pressure  has  fallen, 
allow  the  water  to  run  out  of  the  boiler  either  by  opening  the 
blow-off  pipe  or  starting  a  washout  plug. 

Should  there  be  a  tender  full  of  coal  or  a  supply  sufficient 


MISCELLANEOUS  ACCIDENTS.  179 

for  a  time,  the  fire  may  be  maintained  and  the  tender  kept 
supplied  with  water  by  shoveling  in  snow  and  melting  it  and 
keeping  the  resultant  water  above  the  temperature  of  freez- 
ing by  opening  the  heater  cocks. 

Q.  Hozv  should  a  dead  engine  be  disconnected  for  tow- 
ing? 

A.  The  generally  accepted  method  of  disconnecting  an 
engine  for  towing  is  to  take  down  the  main  rods,  block  the 
crossheads  and  clamp  the  valve  stems,  leaving  all  of  the  side 
rods  in  position,  if  possible. 

The  reason  for  leaving  the  side  rods  in  place  is  that  they 
serve  to  balance  the  cranks  and  thus  neutralize  the  hammer- 
blow  that  would  otherwise  be  delivered  to  the  rail  by  the 
unbalanced  crank.  This  corresponds  with  the  condition  in 
which  new  engines  are  put  when  being  towed  from  the 
shops  of  the  builder  to  the  purchaser,  and  whose  speed  of 
movement  over  the  road  is  usually  limited ;  a  rule  which 
must  be  observed  in  the  towing  of  a  dead  engine. 

If,  however,  the  condition  of  the  engine  is  such  as  to 
necessitate  the  removal  of  any  of  the  side  rods,  it  should  be 
borne  in  mind  that  the  corresponding  ones  upon  the  other 
side  of  the  engine  must  be  removed  also. 

These  directions  for  disconnecting  an  engine  will  have  to 
be  modified  in  many  instances,  dependent  upon  the  nature 
of  the  accident  which  the  engine  has  suffered,  and  the  condi- 
tion of  other  parts.  It  is  evident,  therefore,  that  no  general 
directions  can  be  given  that  will  cover  every  specific  case,  but 
that  the  treatment  of  each  must  be  distinct  and  referred  to 
the  judgment  of  the  engineer  in  charge. 


i8o  LOCOMOTIVE  BREAKDOWNS. 

Q.  When  an  engine  has  been  running  with  one  side  dis- 
connected, what  precautions  should  be  taken  in  stopping? 

A.  Care  should  be  taken  that  it  does  not  stop  at  or  near 
the  center.  The  best  point  to  stop  will  be  with  the  crank  pin 
about  one-eighth  of  a  revolution  past  the  center.  This  is  at 
a  point  where  the  valve  will  be  well  open  and  the  thrust 
of  the  rod  upon  the  pin  such  as  to  have  a  powerful  turning 
effect.  At  the  same  time  it  gives  an  almost  maximum  dis- 
tance to  be  traveled  before  the  crank  reaches  the  next  center, 
by  which  time  a  sufficient  momentum  will  have  been  ob- 
tained by  the  engine  to  carry  it  past  the  same  and  thus  avoid 
the  annoyance  of  stopping  upon  the  dead  point. 

Q.  If  an  engine  that  is  disconnected  upon  one  side  should 
stop  at  or  so  near  'the  dead  point  thai  it  will  not  start,  what 
should  be  done? 

A.  The  only  remedy  will  be  to  use  a  pinch  bar  and  move 
the  engine  until  the  crank  is  in  a  position  to  be  moved  by 
the  steam  pressure  upon  the  piston. 

Q.  //  the  sand  pipe  on  one  side  of  an  engine  becomes 
clogged  is  it  advisable  to  sand  'the  rails  from  the  other  side 
only? 

A.  No.  If  the  engine  is  apt  to  slip  and  sand  is  used  on 
one  side  only,  the  catching  of  that  wheel  will  throw  an  ex- 
cessive stress  upon  the  axle  which  will  make  it  possible  to 
cause  bending. 

Q.     When  an  engine  is  slipping,  hozv  should  sand  be  used? 

A.  Steam  should  first  be  shut  off  and  then  the  sand  valve 
opened,  after  which  steam  may  again  be  admitted  to  the 
cylinders. 


MISCELLANEOUS  ACCIDENTS.  181 

The  reason  for  this  method  of  procedure  is  that,  when  the 
wheels  are  revolving  at  a  high  speed  they  acquire  a  consid- 
erable momentum.  If,  then,  the  main  driving  wheels  are 
suddenly  stopped  by  the  application  of  sand,  the  trailing 
wheels  may  bend  the  side  rods. 

Q.     What  is  the  cause  of  pounding  in  a  locomotive? 

A.  Pounding  may  be  due  to  a  great  variety  of  causes 
and  these  are  sometimes  far  more  difficult  to  locate  than 
blows.  One  of  the  most  dangerous  causes  of  pounding  is  to 
be  found  in  the  cylinders  when  the  boiler  is  foaming  or  prim- 
ing. The  water  thus  carried  over  with  the  steam  fills  the 
clearance  spaces  and  causes  the  piston  to  strike  a  powerful 
blow  at  the  end  of  the  stroke,  which  may  result  in  the  break- 
age of  the  heads  unless  there  is  some  outlet  provided  for 
the  escape  of  such  water.  Sometimes  when  the  crank  pin 
and  crosshead  brasses  have  been  refitted,  the  main  rod  may 
be  so  lengthened  or  shortened  that  the  piston  strikes  against 
the  cylinder  head. 

Cylinder  pounding  may  also  be  caused  by  an  insufficient 
supply  of  oil. 

It  is  impossible  to  convey  by  words  a  true  idea  of  the 
noise  made  by  cylinder  pounding  under  these  three  condi- 
tions. The  pound  is,  however,  different  in  sound  in  each  in- 
stance and  peculiar  to  the  cause,  but  can  only  be  differen- 
tiated by  the  trained  ear. 

Lost  motion  in  the  reciprocating  parts  is  also  a  prolific 
cause  of  pounding.  This  is  usually  due  to  the  results  of 
wear.  Sometimes  such  pounds  are  dangerous  and  should  be 
remedied  at  once;  at  others  no  immediately  serious  results 


1 82  LOCOMOTIVE  BREAKDOWNS. 

need  be  looked  for  other  than  an  increase  in  the  wear  of 
the  parts  so  affected. 

Thus,  if  a  pound  develops  between  the  piston  rod  and  the 
piston  or  crosshead,  it  should  be  cared  for  without  delay,  as 
it  will  be  apt  to  cause  a  fracture  of  the  piston  rod  with  the 
resultant  breakage  of  one  of  the  cylinder  heads. 

A  pounding  at  the  wristpin  or  crank  pin  is  not  so  serious, 
but  should  not  be  neglected,  as  it  will  denote  a  rapid  in- 
crease of  wear ;  and,  in  the  case  of  the  crank  pin  brass,  may 
result  in  the  bending  of  the  pin.  In  the  case  of  the  side 
rod  the  pound  is  not  so  serious  on  account  of  the  reduced 
stresses  which  it  is  called  upon  to  carry.  In  fact  side  rods 
with  bushings  loose  upon  the  crank  pins  do  the  principal  part 
of  their  pounding  after  steam  has  been  shut  off,  which  is, 
however,  a  rattle  rather  than  a  pound. 

Pounding  also  occurs  in  the  driving  boxes  and  wedges 
due  to  the  looseness  or  improper  adjustment  of  these  parts. 
A  loose  pedestal  brace  will  also  produce  the  same  effect.  If 
a  wedge  works  down  so  that  the  box  has  a  chance  to  partially 
turn,  the  latter  may  catch  and  hold  until  some  extra  stress  is 
put  upon  it  when  it  will  let  go  and  there  will  be  a  single 
blow  that  will  partake  of  the  nature  of  a  crash,  though  noth- 
ing may  be  broken.  Such  pounding  as  this  is  especially  se- 
vere on  the  springs,  and  will  be  likely  to  cause  a  fracture  of 
the  same. 

For  these  reasons  care  should  be  taken  that  the  wedges 
are  maintained  in  a  parallel  position  and  in  proper  adjust- 
ment at  all  times.  Finally  a  loose  driving  box  brass  may 
cause  a  pound. 


MISCELLANEOUS  ACCIDENTS.  183 

In  addition  to  these  main  causes  of  pounding,  there  are  a 
number  of  minor  ones  that  may  be  due  to  the  looseness  of 
any  of  the  moving  parts,  such  as  eccentric  straps,  the  strik- 
ing of  the  springs  against  rigid  portions,  also  to  eccentric 
rod,  link,  rocker  or  valve  stem  connections.  Pounding  in  the 
steam  chest  due  to  loose  packing  strips  or  in  the  cylinder 
from  the  same  cause  is  readily  distinguished  by  the  peculiar 
clicking  sound  that  is  produced. 

Q.     How  can  a  pound  be  located? 

A.  Pounds  due  to  looseness  or  wear  can  best  be  located 
by  placing  the  engine  on  the  quarter,  the  top  being  the  bet- 
ter, blocking  the  driving  wheels,  opening  the  throttle  and 
reversing.  As  the  reverse  lever  is  moved  to  and  fro  steam 
will  be  admitted  first  to  one  side  of  the  piston  and  then  the 
other,  causing  such  movement  of  the  reciprocating  parts  as 
the  looseness  of  the  same  will  permit.  By  carefully  watch- 
ing such  motion  the  pound  can  be  located.  Should  this  work 
fail  to  fix  it  on  one  side,  it  should  be  repeated  on  the  other. 

Of  course  this  method  will  not  locate  a  pound  in  the  cylin- 
ders, since  there  is  not  sufficient  movement  of  the  piston 
under  these  conditions.  If  the  pound  is  due  to  foaming  or 
priming  it  will  disappear  when  the  cylinder  cocks  are  opened 
or  the  throttle  closed.  If  the  piston  strikes  the  cylinder  head 
or  the  packing  rings  are  broken,  the  defect  can  usually  be 
determined  by  walking  alongside  or  riding  on  the  cylinders 
when  the  engine  is  in  motion. 

One  precept  should  be  borne  in  mind  and  invariably  acted 
upon,  and  that  is  never  to  run  an  engine  with  a  bad  pound 
in  the  cylinders. 


184  LOCOMOTIVE  BREAKDOWNS. 

Q.  If  driving-wheels  become  locked  due  to  the  application 
of  the  brake,  how  can  they  be  started? 

A.  If  the  driver  brake  is  powerful  enough  to  skid  the 
drivers  either  by  the  direct  pressure  which  it  applies  or  as 
the  result  of  jamming,  as  sometimes  occurs  with  the  cam 
brake,  the  only  certain  relief  is  to  be  found  in  the  release 
of  the  same,  provided  the  locking  is  due  to  the  application 
of  the  brakes  alone  unassisted  by  the  reversal  of  the  engine. 
It  may  be  possible  to  start  by  throwing  the  reverse  lever  into 
full  gear  forward  and  suddenly  opening  the  throttle.  This, 
however,  is  of  doubtful  efficiency  and  cannot  be  depended 
upon. 

Q.  In  case  a  driving  axle  becomes  hot,  what  is  'the  best 
position  in  which  to  place  the  engine  in  order  to  repack  the 
same? 

A.  For  packing  the  axles  of  trailing  wheels,  there  is  little 
or  no  choice  of  position  as  far  as  the  cranks  are  concerned. 
In  the  case  of  the  main  driving  axle  it  is  usually  advan- 
tageous to  stop  the  engine  so  that  the  eccentrics  are  as  much 
out  of  the  way  as  possible.  Ordinarily  it  will  be  found  that 
with  the  crank  one-eighth  of  a  turn  below  the  forward  cen- 
ter, these  parts  will  be  as  much  out  of  the  way  as  it  will  be 
possible  to  get  them. 

Q.  Why  is  it  necessary  when  keying  rod  brasses  to  make 
sure  that  the  engine  is  in  'tram  before  doing  the  work? 

A.  Because  of  the  necessity  that  the  lengths  of  the  rods 
should  correspond  to  the  distance  between  the  centers  of  the 
wheels  that  are  coupled  and  because  of  the  impossibility  of 
drawing  the  wheels  into  tram  by  keying  the  rod  brasses.  A 


MISCELLANEOUS  ACCIDENTS.  185 

fundamental  rule  for  this  piece  of  work  is  never  to  attempt 
to  key  rod  brasses  with  the  engine  out  of  tram.  The  reason 
for  this  is  that,  if  the  engine  is  out  of  tram,  the  rods  upon  the 
two  sides  of  the  engine  will  be  of  different  lengths  and  there 
will  be  a  constant  strain  set  up  that  will  not  only  prevent  the 
smooth  working  of  the  engine  but  may  result  in  a  break- 
down. Thus,  if  the  main  axle  does  not  stand  square  with 
the  frames  when  the  main  rod  is  keyed  -the  result  will  be 
either  that  the  wheels  will  have  a  constant  tendency  to  crowd 
against  one  rail  producing  a  sharp  flange  upon  the  wheel 
that  is  set  back ;  or  if  the  axle  does  afterward  become  square 
with  the  frames,  the  inequality  in  the  length  of  the  main 
rods  will  carry  at  least  one  piston  nearer  to  one  cylinder 
head  than  the  other,  which  in  exaggerated  cases  may  cause 
a  pound  that  will  be  decidedly  detrimental  to  the  safety  of 
the  machine. 

In  case  the  wheels  connected  by  side  rods  are  not  upon 
parallel  axles,  there  will  be  the  same  tendency  for  one  wheel 
to  crowd  the  rail  and  wear  a  sharp  flange.  In  addition  to 
this  the  box  will  be  held  out  of  line  with  the  shoes  and 
wedges  and  be  apt  to  stick,  or,  at  any  rate,  wear  more 
rapidly  than  would  otherwise  be  the  case.  Too  great  pains 
cannot  be  taken  when  keying  and  fitting  rod  brasses  to  see 
to  it  that  the  axles  are  parallel  to  each  other  and  square  with 
the  frames.  Then,  by  leaving  the  brasses  so  loose  that  they 
can  be  easily  whirled  and  moved  to  and  fro  on  the  pin,  the 
best  and  most  satisfactory  results  will  be  obtained. 


CHAPTER  XV. 
Accidents  to  Compound  Locomotives. 

Q.  What  must  be  done  in  case  of  an  accident  to  a  com- 
pound locomotive? 

A.  If  the  compound  locomotive  is  of  the  two-cylinder 
type,  and  the  accident  occurs  to  any  of  the  parts  that  are 
common  to  it  and  the  simple  engine,  the  emergency  may 
be  dealt  with  in  the  same  way  as  with  the  simple  engine. 
The  same  holds  true  of  the  four-cylinder  cross  compound 
type.  In  the  case  of  the  four-cylinder  engine  of  the 
Vauclain  type,  it  may  be  necessary  to  vary  the  method  some- 
what in  the  case  of  the  valves  and  pistons.  For  all  parts 
of  the  mechanism  outside  the  cylinders  and  beyond  the 
crosshead  and  rocker  the  instructions  given  for  the  simple 
engine  will  hold. 

Q.  What  special  parts  of  tivo -cylinder  compound  locomo- 
tives are  apt  to  get  out  of  order  or  be  broken? 

A.  The  intercepting  valve  and  the  receiver  in  the  smoke- 
box. 

Q.  What  accidents  can  occur  with  the  intercepting  valve 
of  what  is  known  as  the  Richmond  compound  locomotive? 

A.  This  valve  is  shown  in  section  in  Fig.  66,  in  the  posi- 
tion which  it  occupies  when  working  under  compound  con- 
ditions. It  may  stick  in  the  open  position  as  shown  or  in  the 
closed  position  with  the  valve  /  against  its  seat  K.  The 
emergency  valve  E  may  also  be  stuck  open  or  closed.  Or 
some  one  of  the  parts  named  may  be  broken. 

286 


ACCIDENTS  TO  COMPOUND  LOCOMOTIVES. 


187 


Q.  What  will  be  the  result  if  the  intercepting  valve  sticks 
open  in  the  position  shown  in  Fig.  66. 

A.  The  fact  will  not  be  apparent  so  long  as  the  engine  is 
in  motion,  since  that  is  the  position  the  valve  should  occupy 
while  working  as  a  compound.  When  a  stop  is  made, 


FIG.  66. — SECTION  OF  INTERCEPTING  VAIATE  OF  THE  RICH- 
MOND TWO-CYLINDER  COMPOUND  LOCOMOTIVE. 

however,  *  the  engine  will  be  found  to  be  in  the  same  condi- 
tion as  a  simple  engine  that  has  been  disconnected  upon  one 
side  and  is  to  be  worked  with  a  single  cylinder.  It  will 
then  be  found  to  be  impossible  to  start  the  engine  if  the 
high-pressure  crank  is  at  or  near  the  center.  If,  however, 
the  engine  is  standing  so  that  the  high-pressure  cylinder 


i #8  LOCOMOTIVE  BREAKDOWNS. 

can  start  it,  the  engine  will  move  and  the  first  exhaust  from 
that  cylinder  will  put  some  pressure  on  the  large  pistons ; 
probably  enough  to  keep  the  light  machine  in  motion  but  not 
enough  to  start  a  heavy  train. 

Q.  What  will  be  the  result  if  the  intercepting  valve  sticks 
closed  against  its  seat  K? 

A.  This  is  a  more  serious  matter.  When  the  valve  is 
so  closed,  the  engine  is  supposedly  working  as  a  simple 
engine,  and  this  is  the  case  only  when  starting  and  exerting 
a  maximum  tractive  power  at  a  slow  speed,  as  the  valve 
is  only  closed. at  such  times  and  it  is  almost  impossible  that 
it  should  occur  when  the  engine  is  running  at  speed  upon 
the  road. 

If  the  engine  were  to  be  running  slowly  and  working  as 
a  simple  machine,  the  emergency  valve  E  would  be  raised 
from  its  seat  and  there  would  be  nothing  to  indicate  to  the 
engineer  that  anything  was  the  matter  with  the  intercepting 
valve.  When  it  became  desirable  to  convert  the  engine  to 
compound  action,  or  after  starting  in  the  ordinary  manner 
when  it  is  automatically  converted  to  such  action,  the  trouble 
would  at  once  manifest  itself.  The  pressure  in  the  receiver 
would  rise  until  it  equaled  that  of  the  boiler,  and  the  pres- 
sure upon  the  two  sides  of  the  high-pressure  piston  would 
be  equalized  and  it  would  cease  to  be  doing  any  work. 

The  relief  for  this  state  of  affairs  is  to  open  the  emergency 
valve  E,  permitting  the  exhaust  from  the  high-pressure 
cylinder  to  escape  into  the  atmosphere,  thus  reducing  the 
back  pressure  upon  its  piston  and  making  it  possible  to  run 
slowly  in  simple  action. 


AcCIDKNTS    TO    COMPOUND    LoCOMOTTYKS.  iSg 

Q.  What  unll  be  the  result  if  the  emergency  valve  E  sticks 
shut? 

A.  The  only  result  will  be  that  it  will  be  impossible  to 
convert  the  engine  to  simple  action.  It  will  start  in  simple 
action  and  then,  as  soon  as  the  receiver  pressure  has  risen 
to  the  proper  point,  it  will  automatically  change  to  compound 
action.  For  such  a  condition  as  this  nothing  need  be  done 
until  the  trip  is  ended. 

Q.  What  will  be  the  result  if  the  emergency  valve  E 
sticks  in  the  open  position ? 

A.  This  will  render  it  impossible  for  the  engineer  to 
convert  the  engine  to  compound  action  and  the  engine  will 
continue  to  work  as  a  simple  expansion  machine  so  long  as 
it  remains  open.  Such  a  condition  will  involve  running 
slowly  to  the  first  stopping  place,  when  the  valve  may  be 
closed. 

Q.  What  is  the  objection  to  running  fast  when  the  valves 
are  in  the  position  indicated  in  the  previous  question? 

A.  There  is  no  objection  and  no  danger  in  running  rap- 
idly under  these  circumstances,  but  the  construction  of  the 
engine  is  such  and  the  exhaust  passages  from  the  high  pres- 
sure cylinder  are  so  restricted  that  it  is  impossible  for  the 
engine  to  attain  or  maintain  a  speed  of  more  than  from  eight 
to  ten  miles  an  hour  under  these  conditions. 

Q.  .//  the  main  valve  I  of  the  Richmond  intercepting  valve 
should  -be  broken,  what  would  be  the  result? 

A.  The  result  would  be  the  same  as  though  it  were  stuck 
open  as  detailed  in  answer  to  the  second  question  preceding, 
as  far  as  the  delivery  of  the  high-pressure  exhaust  to  the  low- 


IQO  LOCOMOTIVE  BREAKDOWNS. 

pressure  cylinder  is  concerned.  That  is  to  say,  this  exhaust 
steam  would  be  able  to  pass  directly  from  the  receiver  to  the 
steam  chest  of  the  low-pressure  cylinder. 

In  addition  to  this,  it  might  be  possible  for  live  steam 
to  flow  from  the  auxiliary  steam  pipe  to  the  low-pressure 
steam  chest,  provided  the  break  was  of  such  a  nature  as  to 
render  the  reducing  sleeve  inoperative.  This  might  produce 
an  excess  pressure  in  the  low-pressure  cylinder.  If  this 
sleeve  was  still  operative,  the  effect  would  be  to  shut  off  the 
live  steam  from  the  auxiliary  pipe  and  allow  the  engine  to 
work  as  a  compound. 

Q.  When  an  intercepting  valve  on  a  Richmond  compound 
locomotive  is  out  of  order,  Iww  can  it  be  repaired  or  read- 
justed? 

A.  If  it  is  desired  to  examine  the  piston  and  emergency 
valve  access  can  be  obtained  to  the  same  by  taking  off  the 
cap  held  by  the  nuts  Ar.  If  the  dash  pot  plunger  B  is  to 
be  examined  it  may  be  done  by  removing  the  cap  held  by  the 
nuts  M.  In  order  to  remove  the  whole  valve,  take  off  the 
cap  held  by  the  nuts  L  and  everything  can  be  removed  from 
the  casing. 

Q.  If  the  intercepting  valve  of  a  Richmond  compound 
locomotive  is  so  broken  that  the  now  of  steam  from  the  auxil- 
iary steam  pipe  to  the  low-pressure  cylinder  is  such  that  an 
excessive  pressure  is  apt  to  be  created  in  that  cylinder,  what 
should  be  done? 

A.  No  injury  can  ordinarily  result  from  this  condition,  as 
the  low-pressure  steam  chest  is  provided  with  a  safety  valve 
for  the  relief  of  any  such  excess  of  pressure. 


ACCIDENTS  TO  COMPOUND  LOCOMOTIVKS.  191 

Q.  IV hat  should  be  done  in  case  the  intercepting  valve  of 
a  Richmond  compound  locomotive  should  become  broken  in 
such  a  way  that  the  reducing  valve  portion  is  so  fractured  as 
to  allow  live  steam  from  the  boiler  to  blow  unchecked  into  the 
receiver? 

A.  The  cap  held  by  the  nuts  L  should  be  removed  and  all 
of  the  parts  Of  the  intercepting  valve  removed  with  the  ex- 
ception of  the  emergency  valve  E.  A  piece  of  wood  should 
then  be  put  over  the  opening  O  leading  from  the  auxiliary 
steam  pipe,  thus  cutting  off  the  flow  of  steam  to  the  inter- 
cepting valve  casing.  This  board  should  also  be  made  to 
cover  the  opening  of  the  casing. 

The  result  of  this  arrangement  will  be  to  convert  the 
engine  into  a  purely  compound  engine,  with  free  passages 
from  the  high-pressure  exhaust  to  the  low-pressure  steam 
chest.  When  running,  the  engine  will  act  as  in  ordinary 
working,  but,  at  starting,  only  the  high-pressure  cylinder  will 
be  available. 

Q.  //  the  breakage  should  be  such  that  the  emergency 
valve  E  is  destroyed  in  addition  to  the  fractures,  as  detailed 
in  the  previous  question,  what  should  be  done? 

A.  When  taking  out  the  other  parts  of  the  intercepting 
valve  the  emergency  valve  E  should  be  removed  also. 

Two  courses  are  now  possible.  The  openings  at  O  and 
that  of  the  valve  itself  may  be  closed  as  described  in  the 
answer  to  the  previous  question.  Under  these  conditions  the 
exhaust  from  the  high-pressure  cylinder  would  pass  directly 
out  to  the  atmosphere,  and  that  cylinder  would  alone  be  avail- 


192  LOCOMOTIVE  BREAKDOWNS. 

able  for  work.  It  would  also  involve  the  desirability,  if  not 
the  necessity,  of  disconnecting  the  low-pressure  side. 

The  other  and  better  course  will  be  to  place  a  piece  of 
board  over  the  seat  of  the  emergency  valve  E,  and  hold  it  in 
position  by  a  bolt  passing  through  it  and  out  through  the  hole 
in  the  cap  usually  filled  by  the  stem  of  the  emergency  valve. 

This  will  put  the  engine  in  exactly  the  same  condition  as 


FIG.  67.— SECTION  OF  BY-PASS  VAI/VE  OF  RICHMOND  COM 
POUND  lyOCOMOTlVE  IN  OPEN  AND  CLOSED  POSITION. 

that  described  in  the  answer  on  page  176,  with  the  emer- 
gency valve  in  good  condition  and  held  against  its  seat. 

Q.  What  will  be  the  effect  upon  the  working  of  the  Rich- 
mond compound  locomotive  if  the  by-pass  valves  of  the 
low-pressnre  cylinder  are  stuck  open,  and  what  should  be 
done? 


ACCIDENTS  TO  COMPOUND  LOCOMOTIVES.  193 

A.  As  the  function  of  these  valves  is,  when  open,  to  per- 
mit the  passage  of  air  to  and  fro  from  one  end  of  the  cylin- 
der to  the  other,  when  the  engine  is  in  motion  with  the  steam 
cut  off,  it  follows  that  if  they  are  stuck  open  as  in  Fig.  67, 
steam  entering  one  end  of  the  cylinder  will  have  access  to 
the  other  also,  with  the  result  that  its  effect  upon  the  piston 
will  be  nullified.  It  amounts  to  the  practical  cutting  out  of 
the  low-pressure  cylinder  to  which  they  are  applied. 

The  remedy  is  to  remove  the  caps  from  the  ends  of  the  by- 
pass valve  casing  and  drive  the  valves  back  into  their  closed 
position  ;  blocking  them  there  if  necessary. 

Q.  What  will  be  the  effect  if  the  by-pass  valves  of  a  Rich- 
mond compound  locomotive  are  stuck  shut  and  what  should 
be  done? 

A.  As  this  is  the  proper  position  of  these  valves  when 
the  engine  is  at  work,  nothing  will  be  noticed  while  this  con- 
dition prevails.  As  soon  as  steam  is  shut  off,  however,  air 
will  be  drawn  into  the  low-pressure  cylinder  through  the 
relief  valve  and  pumped  out  at  the  exhaust,  thus  constantly 
fanning  the  fire. 

Since  this  is  not  a  serious  matter  and  can  be  partially 
neutralized  by  opening  the  furnace  door,  it  will  not  be  worth 
while  to  stop  the  train  to*  read  just  the  valves,  and  this  stick- 
ing can  be  neglected  until  the  end  of  the  run  is  reached. 

Q.  What  can  be  done  to  render  the  low-pressure  cylin- 
der available  for  useful  work  if  the  by-pass  valve  should  be- 
come broken,  leaving  the  passage  between  the  ends  of  the 
cylinder  open? 

A.     It  is  merely  necessary  to  remove  the  broken  parts  and 


194 


LOCOMOTIVE  BREAKDOWNS. 


drive  a  wooden  plug  into  the  middle  of  the  valve,  as  shown 
in  Fig.  68,  where  it  may  be  held  by  a  plug  or  nail  driven  in 
at  the  vent  hole  in  the  middle  of  the  casing  at  the  bottom. 

Q.  IVliat  will  be  the  result  and  what  should  be  done  if  the 
receiver  of  a  two-cylinder  compound  locomotive  is  broken 
or  ruptured? 

A.  If  the  fracture  is  not  of  sufficient  size  to  cause  a  seri- 
ous fall  in  the  receiver  pressure,  the  engine  may  be  run  in 
that  condition  to  the  end  of  the  trip,  though  the  leaking  of 


FIG.  68. — PLUGGED  BY-PASS  VALVE  OP  RICHMOND  COMPOUND 
LOCOMOTIVE. 

steam  into  the  smokebox  may  seriously  interfere  with  the 
steaming  of  the  boiler. 

If  the  break  is  of  such  a  character  as  to  so  reduce  the  re- 
ceiver pressure  that  the  low-pressure  cylinder  does  not  re- 
ceive a  sufficient  supply  of  steam  to  maintain  the  proper  steam 
chest  pressure,  the  automatic  intercepting  valves  of  such  de- 
signs as  the  Richmond  and  Schenectady  will  close  and  live 
steam  from  the  boiler  will  be  delivered  at  a  reduced  pressure 
to  the  large  cylinder. 

Under  these  circumstances  the  emergency  valve  should  be 
opened  so  as  to  permit  the  exhaust  steam  from  the  high- 


OMPOUND  LOCOMOTIVES.  195 

pressure  cylinder  to  pass  directly  into  the  atmosphere.  The 
engine  can  then  be  run  in  simple  action  to  the  terminal. 

Q.  What  should  be  done  if  the  auxiliary  steam  pipe  lead- 
ing to  the  low-pressure  cylinder  should  become  broken? 

A.  This  accident  will  have  no  effect  whatever  upon  the 
action  of  the  engine  when  in  compound  action,  as  no  steam 
passes  through  this  pipe  to  the  cylinder  under  these  condi- 
tions. 

The  treatment  of  the  matter  will  depend  upon  the  nature 
of  the  break.  If  it  merely  causes  a  leak  that  does  not  seri- 
ously interfere  with  the  steaming  of  the  engine  or  the  main- 
tenance of  the  pressure,  it  may  be  ignored  until  the  end  of 
the  run  is  reached. 

If  it  does  cause  so  great  an  escape  of  steam  as  to  prevent 
the  maintenance  of  the  proper  pressure,  a  plate  of  metal 
should  be  put  in  between  its  flange  and  that  of  the  tee 
head,  to  prevent  this  loss,  exactly  as  described  in  regard  to 
the  steam  pipes  of  a  simple  engine  in  the  answer  to  the  ques- 
tion on  page  128. 

Q.  What  leaks  are  likely  to  occur  in  the  intercepting 
valve  of  a  Richmond  compound  locomotive? 

A.  This  intercepting  valve,  which  is  shown  in  section  in 
Fig.  66,  may  develop  a  leak  at  a  or  along  the  out- 
side of  the  sleeve  C.  A  leak  past  the  seat  a  of  the  re- 
ducing sleeve,  merely  allows  the  steam  to  flow  down  the  out- 
side of  that  sleeve  and  escape  into  the  atmosphere  at  the 
front  of  the  cylinder  saddle.  It  does  not  affect  the  working 
of  the  engine  nor  cause  a  blow,  and  is  at  once  detected  by  the 
appearance  of  the  escaping  steam  at  the  point  -indicated. 


196  LOCOMOTIVE  BREAKDOWNS. 

A  leak  along  the  outside  of  the  sleeve  C  permits  live  steam 
to  flow  from  the  chamber  D  into  the  receiver.  Such  a  leak 
has  a  tendency  to  raise  the  receiver  pressure  and  thus  in- 
crease the  work  of  the  low-pressure  while  it  lowers  that  of 
the  high-pressure  cylinder.  There  is  but  little  chance  or  prob- 
ability that  this  leak  will  become  a  serious  matter  in  the  op- 
eration of  .the  locomotive,  and  it  can  ordinarily  be  neglected. 

If,  however,  it  is  desired  to  determine  definitely  whether 
or  no  there  is  a  leak  at  this  point,  the  test  may  be  made  as 
follows : 

First  make  sure  that  there  is  no  leak  at  the  high-pressure 
valve.  Remove  the  cap  of  the  emergency  valve  E  and  with  the 
latter  block  the  intercepting  valve  into  the  open  or  com- 
pound position  which  it  occupies  in  Fig.  66.  Place  the  high- 
pressure  valve  in  the  central  position  and  open  the  throttle 
slightly.  If  there  is  a  leak  steam  will  appear  in  the  receiver 
and  escape  at  the  cylinder  cocks  of  the  low-pressure  cyl- 
inder. 

Such  a  leak  will  be  very  insignificant  at  the  worst,  and  its 
detection  and  location  will  not  repay  the  labor  involved  if  it 
is  to  be  done  upon  the  road. 

Q.  What  accidents  may  occur  with  the  intercepting  valve 
of  what  is  known  as  the  Schenectady  compound  locomotive? 

A.  The  breakage  of  the  various  parts  forming  this  valve, 
or  the  sticking  of  those  that  should  move  from  one  position  to 
another,  in  addition  to  the  breakage  of  the  receiver  and  aux- 
iliary steam  pipe  that  are  common  to  all  two-cylinder  com- 
pound locomotives. 


I  ACCIDENTS  TO  COMPOUND  LOCOMOTIVES.  197 

Q.  What  will  be  the  result  if  t\he  intercepting  valve  of  a 
Schenectady  compound  should  become  stuck  in  the  closed 
position,  shozvn  in  Fig.  6p,  and  ivhat  should  be  done? 

A.  When  in  this  position  the  engine  is  in  simple  action 
and  the  pressure  in  the  receiver  from  the  exhaust  of  the  small 
cylinder  would  accumulate  until  its  back  pressure  neutralized 
the  steam  pressure  on  the  working  side  of  the  high-pressure 
piston. 

The  remedy  would  be  to  open  the  emergency  or  starting 
valve  in  the  cab  and  thus  admit  steam  back  of  the  piston  A, 
moving  it  to  the  left  as  in  Fig.  69,  and  thus  opening  the  valve 
B,  through  which  the  exhaust  from  the  high-pressure  cylin- 
der will  be  permitted  to  escape  from  the  receiver  into  the 
atmosphere. 

While  in  this  condition  the  operation  of  the  engine  will 
be  confined  to  simple  action,  and  in  that  way  may  be  made  to 
haul  its  train  to  destination. 

Q.  Ho iv  will  the  sticking  of  an  intercepting  valve  of  a 
two-cylinder  compound  locomotive  in  the  closed  condition 
manifest  itself? 

A.  By  the  sluggish  action  of  the  engine,  due  to  the  fact 
that  all  of  the  work  is  being  done  by  the  low-pressure  cylin- 
der. 

Q.  What  will  be  the  result  if  the  intercepting  valve  of  a 
Schenectady  compound  locomotive  s\hould  become  stuck  in 
the  open  position? 

A.  This  is  the  position,  shown  in  Fig.  70,  in  which  the 
engine  is  in  compound  action.  The  result  will  not  be  notice- 
able when  the  engine  is  working  regularly.  But  at  starting 


198 


LOCOMOTIVE  BREAKDOWNS. 


ACCIDENTS  TO  COMPOUND  LOCOMOTIVES.  199 

no  steam  would  be  admitted  from  the  auxiliary  steam  pipe  to 
the  low-pressure  cylinder,  with  the  result  that  the  engine 
could  not  be  put  into  simple  action  and  the  small  cylinder 
would  alone  be.  available  for  the  work.  It  would  be  the 
same  as  though  the  low-pressure  side  were  disconnected 
until  an  exhaust  from  the  small  cylinder  had  developed  some 
pressure  in  the  receiver,  which  is  at  once  communicated  to 
the  large  piston. 

Q.  What  will  be  the  result  and  what  should  be  done 
if  the  shell  M  of  the  intercepting  valve  should  be  broken? 

\.  The  results  and  the  remedy  will  both  depend  upon 
the  extent  and  nature  of  the  injury. 

If  the  forward  part  of  the  shell  only,  or  that  in  front 
of  the  reducing  valve  c,  is  broken,  the  remaining  portion 
may  be  pushed  ahead  into  the  position  that  it  would  naturally 
occupy  when  the  engine  is  in  simple  action. 

When  so  placed  the  automatic  reducing  valve  c  will  shut 
off  the  flow  of  live  steam  from  the  auxiliary  steam  pipe  to  the 
low-pressure  cylinder  or  at  least  regulate  the  pressure.  The 
locomotive  can  then  be  run  as  a  compound  without  trouble. 
At  starting  the  reducing  valve  will  act  the  same  as  usual, 
but  will  blow  steam  into  the  receiver  as  well  as  the  low- 
pressure  steam  chest,  thus  lowering  the  power  of  the  high- 
pressure  cylinder. 

If  the  injury  extends  back  so  that  the  reducing  valve  is 
put  out  of  action,  it  will  be  possible  for  the  live  steam  from 
the  auxiliary  pipe  to  blow  directly  through  to  the  receiver 
and  low-pressure  steam  chest.  This  would  put  full  boiler 
pressure  upon  the  large  piston,  so  increasing  the  power  of 


200 


LOCOMOTIVE  BREAKDUW xs. 


8.1 

>   ?. 

Q  O 
^  O 
JH 

ft..-1 
85 


ACCIDENTS  TO  COMPOUND  LOCOMOTIVES.  201 

the  same  that  the  handling  of  the  engine  would  be  exceed- 
ingly difficult  on  account  of  the  slipping  of  the  wheels,  were 
it  not  for  the  safety  valves  on  the  low-pressure  cylinder 
which  would  be  blowing  off  steam  to  their  full  capacity. 

This  flow  of  steam  should  be  stopped.  It  can  be  done  by 
taking  off  the  cap  of  the  intercepting  valve  case  at  5  and, 
after  removing  all  of  the  broken  parts,  a  wooden  plug  can 
be  driven  in  to  cover  the  openings  from  the  chamber  E 
of  the  auxiliary  pipe  to  the  intercepting  valve  chamber. 
Then,  by  replacing  the  cap  at  S,  the  engine  may  be  worked 
as  a  compound. 

Q.  What  will  be  the  result  and  what  should  be  done  if 
the  stem  d  connecting  the  intercepting  valve  and  the  piston 
of  the  dashpot  P  should  become  disconnected  or  broken? 

A.  This  accident  will  manifest  itself  by  a  violent  slam- 
ming of  the  intercepting  valve  when  the  engine  is  changed 
from  simple  to  compound  action  or  the  reverse. 

If  running  it  is  well  to  keep  the  throttle  open  so  as  to 
hold  the  valve  in  one  position  as  far  as  possible.  At  the 
first  stop  the  cap  of  the  valve  casing  should  be  removed  at 
S,  and  an  examination  made  of  the  fracture.  If  the  key 
only  has  come  out  or  been  broken  it  may  be  put  back  or 
replaced  with  another.  If  the  rod  is  broken  the  intercepting 
valve  itself  may  be  put  in  either  the  simple  or  compound 
positions  as  in  Figs.  69  or  70.  If  in  the  former  it  may  be 
held  closed  by  putting  a  block  of  wood  between  the  back 
end  of  the  valve  and  the  inside  of  the  cap  and  bolting  the 
cap  home. 

Steam  should  then  be  admitted  against  the  piston  A  so  as 


202  LOCOMOTIVE  BREAKDOWNS. 

to  hold  the  valve  B  open  and  thus  give  the  high-pressure 
exhaust  a  free  passage  to  the  atmosphere. 

If  the  valve  is  to  be  put  in  the  position  of  compound 
action,  as  shown  in  Fig.  70,  it  may  be  tied  there  by  means 
of  a  piece  of  bell  cord  passed  through  the  opening  of  the 
dashpot  stem  d  which  should  therefore  be  removed. 

The  first  of  these  methods  will  probably  be  the  most  sat- 
isfactory way  of  getting  over  the  road  with  a  heavy  train 
where  grades  must  be  climbed,  the  second  where  the  train 
is  light  and  speed  is  of  more  importance  than  the  develop- 
ment of  a  high  tractive  power. 

Q.  Where  is  it  possible  for  leaks  to  occur  and  what  are 
apt  to  be  the  results  in  the  case  of  the  intercepting  valve 
of  the  Schenectady  tivo-cylinder  compound  locomotives? 

A.  This  valve  is  shown  in  section  in  Figs.  69  and  70. 
A  leak  may  exist  between  the  valve  B  and  its  seat,  allowing 
steam  to  escape  from  the  receiver  into  the  direct  exhaust. 
This  lowers  the  receiver  pressure,  tending  to  decrease  the 
work  of  the  low-pressure  cylinder  and  increase  that  of  the 
high.  The  leak,  however,  is  not  apt  to  be  serious,  and  will, 
therefore,  have  an  inappreciable  effect  upon  the  working  of 
the  engine. 

A  second  point  of  leakage  will  be  around  the  main  shell 
of  the  intercepting  valve.  This  will  have  no  influence  what- 
ever except  when  the  direct  exhaust  valve  B  is  open  and  the 
engine  is  working  simple.  In  that  case  there  may  be  some 
back  leakage  from  the  low-pressure  steam  passage  into  the 
exhaust. 

It  is  quite  possible,  if  this  leak  were  large  enough,  for  it 


ACCIDENTS  TO  COMPOUND  LOCOMOTIVES.  203 

to  produce  a  continuous  blow,  which  would  only  be  audible 
when  the  engine  were  working  as  a  simple  machine. 

A  third  possible  point  of  leakage  is  at  the  packing  rings 
g.  When  the  engine  is  working  as  a  compound  such  a  leak 
would  permit  a  flow  of  live  steam  to  take  place  into  the  low- 
pressure  steam  chest,  but  would  not  cause  a  blow.  When 
the  engine  is  working  as  a  simple  machine  such  a  blow  may 
permit  steam  to  escape  into  the  receiver  and  thence  into 
the  atmosphere.  It  might  be  serious  enough  to  produce  a 
continuous  blow,  but  such  a  condition  is  highly  improb- 
able. 

The  fourth  possible  point  of  leakage  is  past  the  packing 
rings  of  the  working  piston  b.  Such  a  leak  allows  steam  to 
escape  to  the  atmosphere  through  the  small  pipe  0,  thereby 
making  itself  at  once  manifest. 

None  of  these  leaks  are  apt  to  be  at  all  serious,  so  that 
little  or  no  attention  need  be  paid  to  them  until  the  engine 
can  be  sent  to  the  shop  for  repairs. 

In  fact,  the  wear  of  the  intercepting  valves  of  two-cyl- 
inder compound  locomotives  is  not  apt  to  be  of  a  character 
that  will  materially  affect  the  action  or  working  of  the 
machine  in  a  way  that  will  be  perceptible  upon  the  road. 

Q.  What  will  be  the  result  and  what  should  be  done  if 
the  emergency  valve  B  of  a  Schcnectady  compound  locomo- 
tive becomes  broken  or  stuck  open? 

A.  This  permits  of  a  direct  passage  of  the  high-pressure 
exhaust  into  the  atmosphere,  so  that  the  engine  must  be 
worked  in  simple  action.  If  the  remaining  portion  of  the 
intercepting  valve  is  intact  and  operative,  it  will  move  into 


204  LOCOMOTIVE  BREAKDOWNS. 

the  position  shown  in  Fig.  69,  and  live  steam  will  be  ad- 
mitted to  the  low-pressure  cylinder  through  the  reducing 
valve.  The  engine  can  thus  be  run  to  destination  as  a  single 
expansion  engine. 

if  it  is  desired  to  work  it  as  a  compound  when  the  valve 
B  is  broken  it  will  be  necessary  to  remove  the  cap  of  the 
chamber  in  front  of  the  piston  A,  and  remove  the  latter. 
A  plug  may  then  be  driven  in  to  close  the  passage  R  leading 
to  the  exhaust  pipe. 

Whether  it  will  be  worth  while  to  do  this  or  not  will  de- 
pend upon  the  distance  to  be  traveled  and  the  time  avail- 
able. 

Q.  If  one  side  of  a  two-cylinder  compound  locomotive 
'is  disabled  in  any  way  so  that  it  must  be  disconnected,  can 
the  engine  still  be  worked  on  one  side? 

A.     Yes. 

Q.  If  the  loiv-pressure  side  of  a  two-cylinder  compound 
locomotive  is  disabled  so  that  it  must  be  disconnected,  what 
should  be  done? 

A.  The  rods,  valve,  crosshead,  and  other  parts  relating 
to  the  cylinder  should  be  treated  in  exactly  the  same  way 
as  in  the  case  of  a  simple  engine.  (See  pages  18  and  20.) 

When  this  has  been  done  the  emergency  valve  should  be 
opened  so  as  to  permit  the  exhaust  steam  from  the  high- 
pressure  cylinder  to  escape  into  the  atmosphere.  The  inter- 
cepting valve  will  then  move  into  the  position  of  simple 
action  and  the  low-pressure  steam  chest  will  be  filled  at  a 
pressure  corresponding  to  that  at  which  the  reducing  valve 
is  set  to  act ;  just  as,  under  the  same  circumstances,  the 


ACCIDENTS  TO  COMPOUND  LOCOMOTIVES.  205 

steam  chest  of  the  disabled  side  of  a  simple  engine  is  sub- 
jected to  boiler  pressure  in  consequence  of  the  steam  de- 
livered to  it  from  the  open  pipe. 

Q.  If  the  high-pressure  side  of  a  two-cylinder  compound 
locomotive  is  disabled  so  that  it  must  be  disconnected,  ivhat 
should  be  done? 

A.  This  accident  may  be  treated  in  exactly  the  same 
manner  as  though  it  had  happened  to  one  of  the  parts  of 
a  simple  engine,  and  the  rods,  valve,  and  crosshead  should 
be  blocked  in  the  same  way.  (Pages  18  and  20.) 

If  the  throttle  valve  is  opened  after  this  blocking  and 
disconnecting  has  been  done,  the  intercepting  valve  will 
automatically  move  its  starting  position  and  the  reducing 
valve  will  open  so  as  to  admit  steam  to  the  low-pressure 
steam  chest.  The  engine  will  then  start  and  run  with  the 
low-pressure  piston  at  work  alone.  It  will  not  be  neces- 
sary to  open  the  emergency  valve,  as -required  in  the  answer 
to  the  previous  question,  because  there  will  be  no  steam  in 
the  receiver  and  nothing  coming  from  the  high-pressure 
cylinder  that  needs  to  be  taken  care  of. 

Q.  What  blows  are  apt  to  occur  zvith  the  two-cylinder 
compound  locomotives  of  the  Richmond  or  Schenectady 
types? 

A.  Blows  in  these  engines  may  be  the  result  of  leaky 
valves,  pistons,  and  intercepting  valves. 

Q.  What  will  be  the  effect  of  leaky  piston  rings  in  two- 
cylinder  compound  locomotives,  and  hoiv  can  they  be  de- 
tected and  located? 

A.     Leaky  rings  in  the  high-pressure  piston  permits  the 


206  LOCOMOTIVE  BREAKDOWNS. 

live  or  working  steam  to  pass  through  to  the  exhaust  side 
of  the  piston  and  thence  to  the  receiver  and  low-pressure 
steam  chest. 

The  result  is  to  increase  the  work  done  by  the  low-pressure 
piston  and  decrease  that  of  the  high-pressure.  The  leak 
may  be  detected  in  the  same  way  as  that  described  for  sim- 
ple engines,  namely,  by  the  noise  it  makes  and  by  admitting 
steam  to  one  end  of  the  cylinder  and  opening  the  cylinder 
cock  at  the  other. 

A  leak  in  the  piston  rings  of  the  low-pressure  cylinder 
can  be  detected  and  located  in  the  same  way  as  in  the  case 
of  simple  engines.  (Page  17.) 

Q.  What  will  be  the  effect  of  leaky  valves  in  two-cylin- 
der compound  locomotives,  and  how  can  they  be  detected 
and  located? 

A.  A  leaky  high-pressure  valve  permitting  a  blow 
through  to  the  exhaust  passage  will  tend  to  lower  the 
amount  of  work  done  by  the  high-pressure  cylinder  and 
increase  that  of  the  low-pressure.  It  can  be  located  in  the 
same  way  as  in  the  case  of  simple  engines.  (Page  15.) 

A  blow  through  the  valve  of  the  low-pressure  cylinder 
manifests  itself  in  the  same  way  and  can  be  detected  and 
located  by  the  same  means  as  that  set  forth  for  a  similar 
work  on  a  simple  engine  in  the  answer  on  page  15. 

Q. — In  case  of  a  breakage  of  the  working  parts  upon  one 
side  of  a  Vauclain  four-cylinder  compound  locomotive, 
what  can  be  done? 

A.  This  engine  consists  of  two  separate  and  distinct  com- 
pound locomotives,  just  as  an  ordinary  locomotive  consists 


ACCIDENTS  TO  COMPOUND  LOCOMOTIVES.  207 

of  two  simple  machines.  Hence  an  accident  to  one  side 
permits  the  other  to  be  worked  without  reference  to  the 
first.  It  only  remains  to  disconnect  and  block  the  disabled 
side  and  proceed  as  with  the  simple  engine. 

Q.  If  an  accident  should  disable  one  of  the  cylinders 
of  a  Vauclain  compound  locomotive,  would  it  be  possible  to 
use  its  mate  under  steam? 

A.     It  would  be  possible  but  not  advisable. 

By  removing  the  piston  and  covering  the  opening  for  the 
rod,  steam  could  blow  through  the  small  cylinder  and  be 
used  in  the  large,  or  the  exhaust  from  the  small  can  be  made 
to  blow  through  the  large  to  the  nozzle.  But,  owing  to  the 
construction  of  the  crosshead  and  the  desirability  of  main- 
taining an  approximately  even  balance  in  the  pressure  ap- 
plied to  the  top  and  bottom  of  the  same,  the  piston  rod  of 
the  single  cylinder,  worked  in  the  way  suggested,  would 
be  apt  to  be  broken  and  the  resultant  damage  to  the  working 
cylinder  wreck  the  engine. 

Q.  What  will  be  the  result  and  what  should  be  done  in 
case  the  equalizing  valve  of  a  Vauclain  compound  locomo- 
tive should  be  broken? 

A.  The  result  will  depend  somewhat  upon  the  nature 
of  the  break.  If  it  is  such  that  the  steam  is  given  a  clear 
passage  through  it,  the  engine  will  be  put  in  the  starting  con- 
dition and  the  high-pressure  piston  will  be  equalized  while 
the  low-pressure  will  be  working  under  full  boiler  pressure 
less  the  losses  due  to  wire-drawing.  In  this  case  the  ex- 
cess of  work  is  being  done  by  the  large  piston  and  there  is 


2o8  LOCOMOTIVE  BREAKDOWNS. 

the  same  danger  of  piston  rod  breakage  as  that  given  in 
the  answer  to  the  previous  question. 

If  the  valve  is  simply  broken  off  in  a  way  that  allows 
the  steam  to  blow  out,  the  remedy  will  be  to  plug  the  holes 
of  the  pipes  and  so  brace  the  plugs  in  place  that  they  cannot 
be  blown  out  by  the  steam  behind  them.  This  remedy  en- 
ables the  engine  to  run  regularly  in  compound  action,  but 
destroys  its  extra  tractive  power  when  starting. 

Q.  What  arc  the  causes  of  th-e  principal  blows  that  may 
occur  on  a  Vauclain  compound  locomotive? 

A.  Leaky  packing  in  the  cylinders  and  valves  and  the 
leakage  of  the  starting  valve. 

Q.  If  the  starting  valve  of  the  Vauclain  compound  loco- 
motive leaks  what  will  be  the  effect? 

A.  This  leak  will  permit  live  steam  to  enter  the  low- 
pressure  cylinder,  and  manifest  itself  by  causing  an  inequal- 
ity in  the  exhaust ;  that  from  the  side  upon  which  the  leak 
exists  being  the  stronger. 

Q.  How'  can  a  leak  in  the  starting  valve  of  a  Vauclain 
compound  locomotive  'be  detected? 

A.  As  already  stated  in  answer  to  the  previous  question, 
a  leak  in  one  of  the  starting  valves  will  cause  an  irregularity 
in  the  exhaust.  If,  then,  the  starting  valves  be  opened  or 
placed  in  compound  running  position  live  steam  will  be  ad- 
mitted to  both  low-pressure  cylinders,  and  the  inequality  in 
the  exhaust  will  disappear. 

Should  there  be  a  leakage  to  the  same  extent  through 
both  valves,  then  there  would  be  no  inequality  in  the  ex- 
haust. This  is,  however,  a  very  improbable  state  of  affairs. 


ACCIDENTS  TO  COMPOUND  LOCOMOTIVES.  209 

Q.  Is  there  no  other  defect  that  may  cause  an  inequality 
in  the  exhaust  of  the  Vauclain  compound  locomotive,  and 
if  so  how  is  it  caused  and  how  can  it  be  detected? 

A.  If  the  test  applied  according  to  the  answer  to  the 
previous  question  does  not  make  the  exhaust  even  for  the  two 
sides  of  the  engine,  the  trouble  may  be  found  in  the  packing 
of  the  valve. 

With  a  leaky  starting  valve  each  alternate  exhaust  is 
heavy,  the  intermediate  ones  being  light.  If  one  of  the 
packings  of  the  valve  for  high-pressure  steam  leaks  it  will 
permit  steam  to  pass  continuously  into  the  low-pressure 
cylinder,  first  into  one  end  and  then  into  the  other,  causing 
one  heavy  exhaust  to  alternate  with  a  light  one. 

This  condition  can  be  very  readily  detected  in  distinction 
from  the  blow  due  to  a  leaky  starting  valve ;  from  the  fact 
that  the  opening  and  closing  of  the  latter  has  no  effect  in 
stopping  the  inequality  or  lameness. 

Still  another  cause  of  lame  or  unequal  exhaust  is  to  be 
found  in  leaky  piston  rings  in  the  high-pressure  cylinders. 
When  this  is  the  case  the  live  steam  pressing  against  one 
side  of  the  high-pressure  piston  passes  through  to  the  ex- 
haust side,  and  thence  direct  to  the  working  side  of  the 
low-pressure  piston.  In  this  way  the  exhaust  pressure  in 
the  large  cylinder  is  raised  with  the  result  that  there  will  be 
a  heavier  exhaust  upon  that  side  of  the  engine  than  upon  the 
other. 

Q.  What  may  cause  a  continuous  blow  in  a  Vauclain 
compound  locomotive? 

A.     If  the  packing  rings  between  the  admission  port  of 


210  LOCOMOTIVE  BREAKDOWNS. 

the  valve,  where  the  steam  enters  the  interior  from  the 
high-pressure  cylinder,  and  the  exhaust  cavity  leaks,  there 
will  be  a  continuous  blow  out  at  the  exhaust  pipe.  This 
is  due  to  the  fact  that  these  packing  rings  are  always  sub- 
jected to  either  the  live  steam  or  exhaust  pressures  of  high- 
pressure  cylinders,  and  are  the  only  means  of  preventing  a 
flow  of  that  steam  direct  into  the  final  exhaust  passage  of 
the  low-pressure  cylinder.  If  both  of  these  packings  leak 
the  blow  will  be  continuous  without  much,  if  any,  variation 
in  the  sound.  If  only  one  is  defective,  the  blow  will  still  be 
continuous  but  will  have  periods  of  rising  and  falling,  de- 
pendent upon  the  position  of  the  valve  in  its  throw.  This 
rise  and  fall  will,  however,  be  exceedingly  difficult  to  detect 
in  the  practical  operation  of  the  locomotive  on  account  of  the 
other  noises  that  invariably  exist. 

Q.  How  can  the  blow  of  the  steam  through  the  valves 
and  piston  packing  be  located  on  a  Vauclain  compound  loco- 
motive? 

A.  The  engine  should  be  first  placed  upon  the  quarter 
with  the  starting  valve  closed  and  the  wheels  blocked.  The 
throttle  may  then  be  opened  slightly,  admitting  steam  to  the 
high-pressure  cylinder;  at  the  same  time  the  reverse  lever 
should  be  moved  forward  and  back  two  or  three  times, 
thus  admitting  steam  to  both  faces  of  the  high-pressure  pis- 
ton. Then,  with  the  reverse  lever  in  the  back  notch,  open  the 
forward  cylinder  cock  of  the  low-pressure  cylinder  if  the 
crank  stands  upon  the  lower  quarter  and  the  back  cylinder 
cock  if  it  stands  upon  the  upper  quarter.  There  will  be  a 
squirt  of  steam,  but  if  this  issues  in  any  quantity  it  shows  that 


ACCIDENTS  TO  COMPOUND  LOCOMOTIVES. 


211 


there  is  a  leak  either  at  the  packing  rings  of  the  low- 
pressure  piston  or  at  the  rings  of  the  valve,  I  or  4  of 
Fig.  71. 

Whether  the  leak  is  in  the  one  or  the  other  of  these  two 
places  can  be  determined  by  moving  the  reverse  lever  until 
the  valve  is  in  the  central  position  and  covering  both  ports. 
If,  under  these  conditions,  steam  still  continues  to  blow 
from  the  cock,  it  shows  that  the  leak  is  in  the  valve  packing. 
If  the  blow  ceases  the  leak  is  at  the  low-pressure  piston 
rings. 

A  blow  through  the  packing  rings  of  the  high-pressure 


FIG.  71. — LONGITUDINAL  SECTION  OF  VALVE  OF  VAUCLAIN 
COMPOUND  LOCOMOTIVE. 

piston  can  be  located  by  placing  the  engine  on  the  quarter 
as  before  and  opening  the  back  cylinder  cock  of  the  low- 
pressure  cylinder  if  the  crank  is  on  the  lower  quarter  and 
the  front  one  if  it  is  on  the  upper  quarter.  There  is,  then, 
a  clear  passage  from  the  exhaust  side  of  the  high-pressure 
piston  to  the  cylinder  cock  that  has  been  opened.  If  there  is 
a  blow,  it  indicates  that  there  is  a  leak  at  the  high-pressure 
piston. 

Before  making  this  latter  test,  however,  it  must  be  first 


212  LOCOMOTIVE  BREAKDOWNS. 

ascertained  that  the  packing  rings,  i  and  4,  of  the  valve 
(Fig.  71),  as  well  as  the  starting  valve,  are  tight,  for  should 
there  be  a  leak  at  either  of  these  two  points  there  will  be  a 
blow  at  the  cylinder  cock. 

A  leak  in  the  low-pressure  rings  2  and  3  of  the  valve, 
Fig.  71,  is  shown  by  a  continuous  blow  at  the  exhaust.  It 
will  be  seen  from  the  illustration,  Fig.  71,  that  if  there  is 
a  leak  at  2  or  3  steam  passing  from  the  high  to  the  low- 
pressure  cylinder  can  leak  out  into  the  final  exhaust  passage. 
As  there  will  be  no  such  flow  of  steam  when  the  engine  is 
standing  blocked  in  the  position  indicated,  the  starting  valve 
should  be  opened.  This  admits  steam  to  the  working  side 
of  the  low-pressure  piston,  and,  backing  into  the  high- 
pressure  cylinder,  can  leak  past  the  rings  at  2  and  3 
(Fig.  71)  if  they  are  in  such  a  condition  as  to  permit  it  to 
do  so. 

Q.  How  should  breakages  to  valves,  pistons,  cross/leads, 
and  other  working  parts  of  four-cylinder  cross  compound 
locomotives  be  treated? 

A.  As  these  locomotives  consist  of  practically  four  dis- 
tinct engines,  each  one  can  be  treated  as  a  separate  unit.  If 
an  accident  happens  to  the  working  parts  of  any  one  Of 
these  units,  it  may  be  taken  down  and  disconnected  as 
in  the  case  of  a  two-cylinder  simple  engine,  if  each  cylinder, 
both  high  and  low-pressure,  is  provided  with  its  own  valve 
motion.  Where  one  valve  is  made  to  serve  two  cylinders  it 
may  be  necessary  to  disconnect  the  pair,  if  an  accident  hap- 
pens to  one  of  them. 

Q.     Hozv   should    a   Baldwin    four-cylinder    cross   com- 


ACCJDKXTS  TO  COMPOUND  LOCOMOTIVES.  213 

pound  locomotive  be  treated  in  case  of  an  accident  to  the 
valve  of  one  pair  of  cylinders? 

A.  In  this  engine  the  high-pressure  cylinders  are  be- 
tween the  frame  and  the  low-pressure  upon  the  outside. 
The  valve  is  of  the  piston  type  and  is  placed  above  and  be- 
tween them.  As  this  valve  is  so  designed  that  it  serves 
two  cylinders,  it  is  evident  that  any  accident  to  it  will  dis- 
able both.  It  will,  therefore,  be  necessary  to  treat  both  cylin- 
ders and  all  of  their  connections  and  working  parts  in  ex- 
actly the  same  way  as  that  detailed  for  the  single  cylinder 
of  a  simple  engine  when  a  valve  is  subjected  to  a  similar 
mishap. 

O.  //  -in  a  Baldwin  four-cylinder  cross  compound  loco- 
motive an  accident  happens  to  a  piston,  crosshcad,  or  con- 
necting rod,  will  it  be  possible  to  disconnect  and  block  for 
the  cylinder  to  which  the  broken  part  belongs,  and,  at  the 
same  time,  leave  the  valve  and  its  motion  intact,  so  as  to 
retain  the  working  power  of  the  other  cylinders? 

A.  Such  a  course  would  be  inadvisable.  No  matter 
how  tightly  the  blocking  may  be  put  in  position,  the  rapidly 
recurring  thrusts  of  the  piston,  under  the  influence  of  the 
steam  admitted  to  it  by  the  motion  of  the  valve,  would  be  apt 
to  loosen  it,  and  if  it  did  give  way  the  cylinder  would  be 
wrecked.  The  safe  course  is  to  disconnect  and  block  the 
parts  of  both  cylinders  and  run  no  risks. 

Q.  What  should  be  done  in  case  of  an  accident  to  the 
valve  of  a  four-cylinder  tandem  compound  locomotive? 

A.  As  time  is  always  an  important  element  in  applying 
the  remedy  to  any  accident  upon  the  road  an  accident  to  the 


214  LOCOMOTIVE  BREAKDOWNS. 

valve  of  a  pair  of  tandem  cylinders  should  be  treated  as  an 
accident  to  the  valve  upon  one  side  of  a  simple  engine, 
whether  there  is  a  single  valve  to  serve  the  two  or  a  separate 
valve  for  each. 

Q.  W hat  should  be  done  in  the  case  of  the  breakage  of 
a  piston  of  a  tandem  compound  locomotive? 

A.  In  these  engines  the  high-pressure  cylinder  is  usually 
at  the  front,  so  that  any  accident  to  the  low-pressure  piston 
will  ordinarily  involve  the  loss  of  so  much  time  in  the  re- 
moval of  the  same  that  the  best  and  most  expeditious 
method  of  making  repairs  will  be  to  clamp  the  valve  in  the 
central  position  and  block  the  crosshead  exactly  as  in  the 
case  of  a  simple  engine.  If  it  is  the  high-pressure  piston  that 
has  suffered  the  accident,  it  may  be  possible  to  remove  the 
broken  parts  and  proceed.  This,  however,  will  involve  the 
admission  of  steam  at  boiler  pressure  to  the  low-pressure 
cylinder  for  all  points  of  the  cut-off.  For  the  steam  ad- 
mitted through  the  high-pressure  valve  will  immediately 
fill  that  cylinder  and  be  ready  to  flow  into  the  low-pressure 
cylinder  as  soon  as  the  valve  is  opened.  Such  a  course 
should  not  be  attempted  unless  the  broken  piston  can  be  so 
removed  from  the  cylinder  that  no  part  remains  to  bear 
against  the  inside  of  the  same,  and  it  has  been  positively  as- 
certained that  the  piston-rod  is  not  bent.  Otherwise  the 
safe  and  proper  course  to  pursue  will  be  to  clamp  the  valve 
in  its  central  position  as  detailed  on  page  18  for  a  simple 
engine,  and  block  the  crosshead  as  described  on  page  20, 
disconnect  the  main  rod  and  proceed  with  the  engine  work- 
ing steam  on  one  side  only. 


CHAPTER  XVI. 
Tools  and  Appliances  for  Making  Engine  Repairs. 

Q.  In  case  it  becomes  necessary  to  take  down  one  end 
of  a  side  or  main  rod,  how  can  it  be  conveniently  held  or 
handled? 

A.  Fig.  72  shows  a  device  that  has  been  designed  for 
this  work.  It  consists  of  a  Z-shaped  bar  A,  one  leg  of  which 
rests  on  the  frame  C,  while  the  other  has  a  thread  cut  in  it 
to  take  the  screw  B.  At  the  upper  end  of  the  screw  there 
is  a  loose  cap  to  carry  the  rod  D.  The  application  will  be 
readily  understood  from  the  engraving. 

Another  and  simpler  tool  is  shown  in  Fig.  73.  This  is 
formed  of  a  piece  of  J^-inch  round  steel.  It  is  bent  into 
the  form  of  a  crank  and  sharpened  to  a  chisel  edge  at  one 
end  and  a  sharp  point  at  the  other.  The  shape  is  such  that, 
if  the  short  arm  rest  upon  the  spokes  of  a  wheel,  the  end 
of  the  rod  can  be  readily  raised  and  lowered.  Again,  by 
letting  the  long  arm  rest  upon  the  main  rod  the  short  sec- 
tion is  in  a  convenient  position  to  carry  the  side  rods  of  a 
mogul  or  consolidation  engine.  The  weight  being  carried 
below  the  point  of  support,  it  can  be  readily  adjusted  without 
danger  of  slipping. 

Q.  When  it  becomes  necessary  to  repack  the  oil  cellars 
of  driving  boxes,  how  can  they  be  removed? 

A.  As  these  cellars  are  fitted  snugly  in  position,  it  is 
frequently  necessary  to  use  considerable  force  to  pull  them 
out.  A  very  convenient  device  for  this  purpose  is  shown  la 

215 


2l6 


LOCOMOTIVE  BREAKDOW NS. 


Fig.  74.     It  consists  of  a  pair  of  tongs  arranged  so  that, 
when  there  is  a  downward  pull  upon  the  chain,  the  upper 


FIG.  72.  —  BRACKET  FOR 
SUPPORTING  SIDE  OR 
MAIN  RODS. 


FIG.  74.  —  TONGS  FOR 
REMOVING  On,  Box 
CELLARS. 


r 


3O 


FIG.  73. — LEVER  FOR  HOLDING  SIDE  AND  MAIN  RODS. 

ends  of  the  levers  are  thrust  out  into  the  bolt  holes  of  the 
cellar,  thus  serving  to  remove  it.     The  parts  may  be  made 


TOOLS  FOR  MAKING  ENGINE  REPAIRS.  217 

• 

of  ^-inch  by  ]/2  -inch  flat  iron  with  a  chain  of  suitable  length 
to  allow  a  bar  to  be  thrust  over  it  and  in  between  the  spokes 
of  the  wheel. 

Q.     How  can  a  headlight  be  lighted  in  a  high  wind? 

A.  It  is  sometimes  impossible  to  do  this  work  in  the 
ordinary  way  when  the  wind  is  blowing  hard.  The  method 
of  common  practice  under  such  conditions  is  to  ignite  the 
wick  with  the  chimney  in  position  and  from  the  top  of  the 
same.  One  means  is  to  wrap  a  piece  of  manifold  or  tissue 
paper  about  the  finger  and  fit  it  down  against  the  wick.  In 
a  few  minutes  it  will  become  saturated  with  oil  and  a  lighted 
matched  dropped  in  at  the  top  of  the  chimney  will  ignite 


FIG.  75.  —  DEVICE  FOR  LIGHTING  HEADLIGHTS. 

it,  and  through  it  the  wick.  The  objection  to  this  method 
is  that  it  involves  a  danger  of  cracking  or  smoking  the 
chimney. 

Another  ready  method  is  to  hold  the  match  in  a  split 
stick  and  lower  it  against  the  wick  from  the  top  of  the 
chimney.  This,  too,  has  its  objections  in  that  there  is  some 
difficulty  in  holding  the  match  for  lighting  in  this  way. 

A  very  handy  instrument  is  shown  in  Fig.  75.  It  consists 
of  a  tube  contracted  at  one  end,  having  a  slotted  opening 
b  on  one  side,  and  in  which  there  is  a  plunger  /,  that  is 
fitted  with  a  thumb  press  button  and  a  retracting  spring. 
The  match  is  inserted  at  the  slot  and  the  whole  run  down 


218 


LOCOMOTIVE  BREAKDOWNS. 


into  the  chimney  from  the  top.  By  pressing  on  the  plunger 
the  match  is  forced  out  through  the  contracted  end  of  the 
tube  and  ignited  as  it  emerges.  The  tube  holds  the  match 
firmly  and  so  makes  it  possible  to  easily  ignite  the  wick. 

Q.  In  making  engine  repairs,  hoiv  can  bolts  that  have 
been  put  in  with  a  driving  nt  be  started? 

A.  A  common  method  is  to  strike  them  with  a  sledge 
through  a  drift.  Sometimes  this  is  impracticable  on  ac- 
count of  the  inaccessibility  of  the  parts  to  be  moved.  Under 


FIG.  76. — HYDRAULIC  BOLT  STARTER. 

these  circumstances  a  small  hydraulic  press  like  that  shown 
in  Fig.  76  is  a  convenient  tool  to  use.  It  consists  of  a  cylin- 
der B,  into  which  a  plunger  A  provided  with  a  leather  pack- 
ing is  fitted.  In  the  branch  C  the  screw  D  is  made  to  work 
in  the  thread  cut  on  the  inside  of  C.  The  space  in  the  branch 
and  beneath  the  plunger  A  is  filled  with  tallow.  It  is  evident 
that  when  the  screw  D  is  run  in,  a  heavy  pressure  can  be 
exerted  upon  the  plunger.  This  may  amount  to  as  much  as 
60  tons  on  one  of  2l/4  inches  in  diameter.  This  works  on  the 


TOOLS  FOR  MAKING  ENGINE  REPAIRS.  219 

same  principle  as  the  piston  rod  starter,  shown  in  Fig.  26,  and 
must  be  rigidly  braced  at  G  in  order  to  hold  it  up  to  its  work. 
Another  device,  shown  in  Fig.  77,  uses  gunpowder  as  a 
motive  power.  It  can  be  made  of  a  piece  of  car  axle  from 
10  inches  to  14  inches  long,  bored  out  to  a  diameter  of 
about  2  inches  until  within  2  inches  of  one  end.  A  touch 
hole  at  the  breech  and  a  venthole  near  the  nozzle  complete 
the  gun.  The  projectile  is  a  plug  slipping  easily  into  the 
hole,  flat  at  one  end  and  rounded  at  the  other,  where  it 
strikes  the  blow.  With  a  light  charge  of  powder  this  plug 


FIG.  77. — CANNON  BOLT  STARTER. 

is  blown  against  the  refractory  bolt  with  a  force  sufficient 
to  start  it. 

Still  another  handy  tool  for  doing  this  same  work  is  the 
air  ram  shown  in  Fig.  78.  It  consists  of  a  piece  of  3-inch 
gas-pipe  plugged  at  each  end  and  turned  off  to  slide  easily 
in  a  light  cast-iron  base.  Air  is  admitted  through  a  half- 
inch  pipe  and  is  controlled  by  a  plug  cock.  The  ram  is 
pushed  down  to  the  bottom  of  the  base,  as  shown  in  the 
engraving.  The  cock  is  suddenly  thrown  wide  open  arid 
the  air  pressure  admitted  beneath.  This  forces  out  the 


220 


LOCOMOTIVE  T>RF.A K  DOWNS. 


plug  against  the  bolt  and  strikes  a  strong,  sharp  blow. 
This  apparatus  is  easily  made  and  is  somewhat  safer  to  use 
than  the  cannon,  as  no  explosive  is  involved  and  repeated 
blows  can  be  struck  without  removing  it  from  its  position. 

Q.  In  using  ropes,  cords,  and  chains  for  effecting  tem- 
porary repairs  upon  disabled  locomotives,  hou>  can  these  be 
fastened? 

A.     There  are  a  great  variety  of  knots  and  hitches  that 


FIG.  78. — AIR  RAM  FOR  REMOVING  BOLTS. 

can  be  used  for  this  purpose,  a  few  of  which  are  shown  in 
Fig.  79.  The  underlying  principle  of  all  secure  knots  is 
that  a  part  of  the  tension  strands  shall  bear  upon  and  hold 
the  slack.  The  most  common  form  of  knot  is  the  square  or 
flat  knot  shown  at  A.  In  this  knot  it  will  be  noticed  that  the 
ends  a  and  b  lead  out  on  the  same  side  of  the  loops  as  the 


KNOT 


TWO  HAL  F  H/TCH£S  TIMBER 


GRANNY  /fNOT 


SINGLE.  OVERHAND  KNOT  FOR.  NOOSE 


BOWL/HE 
b 


BLACKBALL  MTCH 


H/TCH 


TWO  SMGLE  OVER  HANDS  STOPPER 


HOOK  ON  CHAIN  UHK 


<tf 


C      U 


FIG.  7Q. — COMMON  KNOTS  AND  HITCHES. 


222  LOCOMOTIVE  BREAKDOWNS. 

standing  parts  c  and  d.  A  knot  of  this  character  will  not 
slip  and  is  readily  untied.  It  so  happens,  however,  that 
when  unskilled  hands  attempt  to  tie  this  knot  they  frequently 
make  what  is  known  as  a  "granny"  knot,  shown  at  B.  This 
is  an  unsafe  knot  and  is  apt  to  let  go  and  run  when  a  stress 
is  put  upon  the  standing  parts.  These  two  knots  should 
be  carefully  compared  and  the  difference  between  them 
noted.  This  will  be  seen  to  lie  in  the  way  in  which  the  ends 
a  and  b  lead  off  from  the  loops.  In  the  square  knots  they 
are  shown  as  leading  off  from  the  same  side  of  the  strand 
forming  the  loop  as  the  standing  parts  c  and  d,  whereas  in 
the  granny  knot  (B)  they  lead  off  from  opposite  sides. 

For  the  formation  of  a  running  noose  the  single  over- 
hand C  is  a  fairly  good  knot,  though  it  is  sometimes  apt 
to  slip.  A  better  one  is  the  hitch  D,  which  should  not  be 
confused  with  two  half  hitches  E,  from  which  it  differs 
in  the  same  way  that  the  square  knot  differs  from  the 
granny.  The  timber  hitch  F  will  also  serve  for  a  noose,  but 
should  only  be  depended  upon  where  there  is  a  good  sur- 
face to  bind  the  slack  against  the  taut  part. 

To  tie  a  loop  that  will  not  slip  there  is  nothing  to  com- 
pare with  the  bowline  shown  at  G.  This  will  not  slip  no 
matter  how  loosely  it  may  be  tied,  nor  will  it  jam  under 
any  stress.  It  is,  therefore,  always  easily  untied.  It  will 
be  seen  that  the  pull  on  the  standing  part  b  binds  the  free  end 
a  in  the  loop  c. 

For  fastening  a  standing  or  hoisting  line  to  a  hook  the 
Blackwall  hitch  H  is  easily  and  quickly  attached  and  is 
secure  if  properly  done.  Carelessness  in  making  the  turn 


TOOLS  FOR  MAKING  ENGINE  REPAIRS.  223 

will  meet  quick  retribution  by  the  letting  go  of  the  line.  In 
addition  to  the  square  knot,  A,  which  may  be  used  for  fas- 
tening the  ends  of  separate  ropes  together,  two  single  over- 
hand knots  as  shown  at  7  may  be  used.  These  bind  each 
other  tightly  and  are  at  the  same  time  readily  drawn  apart 
and  untied  when  it  is  desired  to  do  so. 

It  is  sometimes  necessary  to  make  fast  to  a  piece  of 
standing  rigging  which  is  already  hauled  taut  and  which  can- 
not in  any  way  be  used  to  form  a  portion  of  the  knot.  For. 
this  purpose  a  "stopper"  knot  is  used,  as  shown  in  /.  The 
standing  part  a  b  serves  as  a  taut  line  about  which  the  stop- 
per is  tied.  The  end  c  may  then  be  made  fast,  and  the 
standing  part  slackened  away  at  b}  when  the  stress  will  be 
carried  down  to  c,  and  the  standing  part  then  becomes  a  c 
instead  of  a  b  as  before. 

There  are,  in  addition  to  these,  innumerable  other  knots 
and  splices,  but  the  few  here  shown  will  answer  for  all  or- 
dinary requirements. 

Splicing  can  only  be  learned  by  practice,  and  an  instructor 
is  almost  indispensable. 

Chains  can  be  tied  in  the  same  manner  as  ropes,  in  addi- 
tion to  which  a  secure  fastening  can  be  made  by  placing  a 
hook  over  a  link  as  shown  at  K. 

It  would  be  well  for  the  engineman  to  make  himself 
thoroughly  familiar  with  these  few  simple  forms  of  knots, 
learning  the  peculiarities  of  each,  and  studying  the  best 
means  of  applying  them,  so  that  when  an  emergency  does 
arise  and  it  becomes  necessary  to  effect  a  fastening  that 
will  be  secure  in  the  shortest  possible  space  of  time,  he  may 


224  LOCOMOTIVE  BREAKDOWNS. 

not  find  himself  in  the  position  of  a  novice  who  is  un- 
able to  tie  a  knot  upon  which  absolute  dependence  can  be 
placed. 

Q.  How  can  broken  frames  be  ivelded  without  removing 
them  from  their  position  on  the  engine ? 

A.  For  breaks  in  engine  frames,  whether  the  latter  are 
of  wrought-iron  or  steel  castings,  the  major  portion  can  be 
welded  without  removing  them  from  their  positions  on  the 
.engine.  This  applies  to  breaks  of  the  frame  in  the  open. 
That  is  to  say,  where  it  is  not  in  direct  or  close  contact  with 
other  parts,  as  at  the  cylinders  or  near  the  firebox.  It  will 
be  readily  understood  that  when  the  break  occurs  at  such 
points  the  frame  must  be  removed. 

The  method  of  doing  the  work  is  the  same  in  principle  in 
the  several  shops  where  it  is  undertaken,  though  it  differs 
in  detail.  Oil  is  used  as  the  heating  fuel,  and  a  small 
portable  furnace  is  used  to  enclose  the  part  to  be  repaired. 

An  exceedingly  efficient  method  that  has  been  used  on  a 
large  number  of  frames  is  to  jack  the  fractured  piece  apart 
and  slip  a  piece  of  iron  about  24  mcn  thick  into  the  open- 
ing so  formed.  This  piece  of  metal  should  be  laid  in  with 
the  grain  of  the  metal  running  in  the  same  direction  as  that 
of  the  frame.  It  should  also  be  allowed  to  project  about 
y2  inch  beyond  the  frame  on  all  four  sides.  A  heavy  bolt 
should  then  be  fastened  to  the  cylinder  of  the  engine  and  run 
to  a  point  beyond  the  break  where  the  weld  is  to  be  made, 
and  there  made  fast.  , 

The  enclosing  furnace  is  formed  of  a  sheet  metal  casing 
made  in  halves  and  lined  with  firebrick.  This  is  set  down 


TOOLS  FOR  MAKING  ENGINE  REPAIRS.  225 

over  the  frame  and  bolted  together.  This  furnace  is  of 
such  a  size  that,  when  shut,  it  leaves  a  space  of  about  5 
inches  between  the  metal  and  the  firebrick.  It  is  also  pro- 
vided with  two  peep  holes  through  which  the  progress  of  the 
heating  can  be  watched. 

As  already  stated  the  heating  is  done  with  oil  and  any  one 
of  the  good  burners  upon  the  market  can  be  used. 

When  the  frame  and  the  filling  piece  at  the  place  to  be 
welded  have  been  raised  to  a  white  heat  the  oil  and  air  blast 
are  shut  off  and  the  casing  forming  the  furnace  is  knocked 
apart.  The  nut  on  the  long  bolt,  previously  referred  to,  is 


FIG.  80. — DIAGRAM  OF  FRAME 

then  tightened,  thus  drawing  the  parts  of  the  weld  to- 
gether, and  this  is  continued  until  the  frame  trams  5-16  inch 
more  than  the  proper  normal  distance  between  two  points, 
that  should  be  established  before  the  heating  is  begun.  The 
projecting  portion  of  the  filling  piece  is  then  hammered 
down  and  the  faces  of  the  frame  trimmed  smooth  and  flush. 
When  cool  the  bar  will  have  shrunk  back  to  its  original 
length. 

Another  method  of  making  the  weld  is  to  scarf  down  the 
two  parts,  as  shown  at  a  and  b  of  Fig.  80,  and  to  lay  on  the 
two  V  pieces  c  and  d,  which  should  be  of  sufficient  size  to 
allow  for  hammering  down. 


226 


LOCOMOTIVE  BREAKDOWNS. 


One  of  the  principal  things  to  be  looked  to  is  to  see 
that  the  furnace  can  be  dropped  down  out  of  the  way  when 
the  heating  has  been  done,  and  that  there  is  room  in  which 
to  strike  a  blow  to  do  the  welding.  A  very  convenient  tool 
for  doing  this  work  is  a  pneumatic  hammer  weighing  about 
35  pounds.  It  can  be  used  for  breaks  in  the  pedestal  and 
other  parts  where  a  ram  cannot  be  worked.  The  latter, 
however,  should  be  available  for  such  heavy  parts  as  the 


FIG.  81. — METHOD  OF  STRENGTHENING  A  CRACKED  BRIDGE. 

top  and  front  rails.  A  ram  suitable  for  this  work  should 
weigh  about  1,000  pounds. 

Q.  How  can  a  cracked  bridge  be  strengthened  or  re- 
paired? 

A.  A  very  satisfactory  way  that  has  been  used  is  shown 
in  Fig.  81.  It  consists  in  drilling  in  through  the  side  walls 
and  tapping  through  them  as  for  a  staybolt.  Such  a  bolt 
is  then  run  through  and  a  nut  screwed  over  it  on  each  side 
of  the  cracked  partition.  These  nuts  serve  to  stay  the 
cracked  parts,  and  at  the  same  time  act  as  check  nuts  to 
prevent  the  bolt  from  turning. 


TOOLS  FOR  MAKING  ENGINE  REPAIRS. 


227 


Q.     How  can  cracked  driving  wheel  hubs  be  repaired? 

A.  There  are  several  ways  of  strengthening  such  broken 
parts.  One  is  to  shrink  a  band  about  the  crank  hub,  which 
merely  tends  to  hold  the  crank  and  center  together,  but  is 
not  particularly  effective  in  preventing  a  further  develop- 
ment of  the  crack.  This  method  is  shown  in  Fig.  82. 

Another  method  is  to  insert  a  dove-tailed  driving  piece 
in  the  face  of  the  hub  just  above  the  crack,  as  Fig.  83,  In 


FIG.  82. — BANDED 
CRANK. 


FIG.  83. — STRENGTHENED 
CRANK,  WITH  DOVE- 
TAILED INSERT. 


this  the  piece  a  is  let  into  the  face  of  the  crank  just  above 
the  crack.  The  ends  may  be  made  2  inches  in  diameter  and 
the  body  connecting  them  about  i^  inch.  The  body  should 
be  a  trifle  longer  than  the  measured  distance  across  the  same 
on  the  crank  when  cold  and  the  piece  driven  in  hot.  Its 
contraction  will  then  draw  the  two  sides  together,  close 
the  crack  and  prevent  its  further  development.  The  pocket 


228  LOCOMOTIVE  BREAKDOWNS. 

for  the  reception  of  the  piece  should  be  slightly  undercut 
and  the  piece  itself  dove-tailed  so  that  there  will  be  no 
tendency  to  fall  out.  This  method  can  also  be  profitably 
used  in  other  places  about  the  engine  where  cracks  have 
started  in  the  cast-iron  parts  and  it  is  desired  to  hold  them 
together. 

Q.  How  can  driving  wheel  tires  be  tightened  without 
removing  them  from  the  center? 

A.  A  driving  wheel  tire  frequently  becomes  loose  at  a 
distance  from  the  shops  where  it  is  of  the  first  importance 
that  it  should  be  tightened  without  delay.  This  can  be  done 
without  removing  the  wheels  or  even  taking  down  the  main 
or  side  rods.  The  wheel  should  first  be  jacked  up  clear  of 
the  rails  to  a  height  of  three  or  four  inches,  if  possible,  and 
the  wheel  guards,  if  there  are  any,  removed.  Pieces  of  tin 
or  thin  sheet  iron  should  then  be  cut  the  width  of  the  tire, 
and  from  18  inches  to  2  feet  in  length.  These  are  to  be 
slipped  in  between  the  tire  and  the  center.  In  order  that  this 
may  be  done  it  will  be  necessary  to  expand  the  tire.  To  do 
the  latter  some  heavy  pieces  of  iron  or  steel  should  be  used. 
The  most  convenient  thing  will  be  a  section  of  an  old  driv- 
ing wheel  tire.  A  heavy  slab  or  a  piece  of  old  rail  bent  to 
the  curvature  of  the  tire  may  be  used.  It  is  well  to  have 
four  such  pieces.  They  should  be  heated  to  a  bright  red 
heat  and  laid  on  top  of  the  tire  and  beneath  it  until  the  latter 
has  been  expanded  sufficiently  to  permit  the  strips  of  thin 
metal  to  be  slipped  in  between  the  tire  and  the  center.  Of 
course  this  work  will  be  greatly  simplified  where  a  gasoline 
tire-heater  is  available. 


CHAPTER  XVII. 
Locating  and  Remedying  Air  Brake  Troubles. 

THE    LOCOMOTIVE. 

Q.  What  are  the  mast  serious  troubles  with  the  air  brake 
apparatus  oj  the  locomotive  that  may  arise  while  on  the  road? 

A.  The  failure  of  the  pump,  the  driver  brakes,  and  the  ten- 
der brakes. 

Q.  Where  are  troubles  likely  to  occur  in  the  air  pump  mech- 
anism? 

A.  The  valves  of  the  air  cylinder,  or  the  cages  in  which  they 
are  contained,  may  break,  or  the  valves  may  stick  open  or  leak 
badly.  If  a  valve  at  one  end  of  the  air  cylinder  becomes  de- 
fective the  pump  will  still  compress  air  -at  the  other  end  of  the 
cylinder,  but  its  capacity  is  greatly  reduced;  it  will  pound  and 
overheat. 

Q.     How  may  the  air  valves  be  tested? 

A.  First  test  the  discharge  valves:  pump  up  the  maximum 
air  pressure,  after  which  shut  off  steam  and  stop  the  pump; 
then  open  the  oil  cup  cock  (98),  Fig.  85,  and  remove  the  plug 
(112)  from  bottom  head.  If  pressure  escapes  from  oil  cup 
the  upper  discharge  valve  leaks,  and  if  the  air  blows  from  the 
hole  in  bottom  head  the  lower  discharge  valve  is  leaking.  Hav- 
ing found  the  discharge  valves  all  right,  or  having  made  them 
so,  test  the  receiving  valves;  start  the  pump,  and  if  the  lower 
receiving  valve  is  stuck  or  broken  the  down  stroke  of  the  pis- 
ton will.be  the  quickest,  usually  ending  with  a  pound.  If  the 

trouble  is  with  the  upper  receiving  valve,  the  up  stroke  will  be 

229 


230 


LOCOMOTIVE  BREAKDOWNS. 


108 


FlG.   85. — NlNE-AND-ONE-HALF-INCH  AlR  PUMP, 


LOCATING  AND  REMEDYING  AIR  BRAKE  TROUBLES.     231 


FIG.    85  a. — NINE-AND-ONE- 
HALF-JNCH  AIR  PUMPS, 


the  quicker.  In  case  either 
receiving  valve  is  stuck,  bro- 
ken, or  leaks  badly  the  suc- 
tion at  the  strainer  during  the 
quick  stroke  will  be  weaker 
than  it  is  at  the  opposite 
stroke.  The  nuts  (68)  on 
lower,  or  air  end,  of  the  pis- 
ton rod  may  work  off  and 
cause  a  bad  pound,  and  may- 
be prevent  reversion  and  stop 
the  pump,  or  permit  the  air 
piston  (66)  to  pull  loose  off 
the  rod. 

Q.  What  are  the  possible 
defects  in  the  steam  cylinder 
of  the  pump? 

A.  Reversing  plate  (69) 
may  become  loose  or  separ- 
ated from  the  piston;  or  the 
reversing  rod  (71)  may  break 
or  become  badly  bent. 

Q.  If  the  pump  stops  how 
may  it  be  determined  if  the 
trouble  is  in  the  reversing  gear 
— reversing  rod  broken  or  re- 
versing plate  loose? 

A.  Shut  off  steam  and  see 
that  piston  has  settled  to 
bottom  of  the  cylinder;  then 
turn  on  steam  suddenly  and 


2ja  LOCOMOTIVE  BREAKDOWNS. 

if  the  piston  makes  an  upward,  full  stroke,  reverses  and  descends, 
but  stops  again  at  bottom  of  cylinder — having  made  a  com- 
plete double  stroke  and  died — it  is  probable  that  the  question 
has  stated  the  trouble. 

Q.  In  order  to  investigate,  or  to  tighten  the  reversing  plate 
bolts,  what  should  be  done  before  removing  the  lop  head  of  steam 
cylinder? 

A.  Always  remove  the  reversing  rod  (71)  before  taking  off 
the  steam  cylinder  head  under  any  and  all  circumstances, 

Q.  What  is  the  most  common  cause  /or  an  air  pump  working 
irregularly,  and  frequently  stopping  temporarily? 

A.     A  bent  reversing  rod. 

Q.     What  causes  the  rod  to  bend? 

A.  Removing  the  steam  cylinder  head  with  the  reversing 
rod  and  the  reversing  valve  attached  to  and  within  it  is  the  gen- 
eral cause  for  the  bending  of  the  rod. 

Q.  What  are  the  troubles  incidental  to  the  steam  valves  of 
the  9%-inch  pump? 

A.  They  are  few,  indeed;  and  as  all  of  the  later  designed 
pumps  of  Westinghouse  manufacture — the  n-inch,  the  tandem 
compound  and  the  four-cylinder  cross-compound — retain  iden- 
tically the  same  valve  motion  as  that  of  the  gj-inch  pump, 
answering  for  the  -latter  pump  answers  for  all  of  the  pumps 
named  as  regards  the  steam  valve  motion. 

The  packing  rings  in  the  large  valve  piston  (77)  and  small 
piston  (79)  sometimes  break;  if  but  one  ring  breaks  it  will  sel- 
dom stop  the  pump,  but  may  cause  a  slower  reversion  in  one 
direction;  the  breakage  of  both  packing  rings  of  either  piston 
will  usually  disable  the  pump,  but  the  broken  rings  can  be  re- 
placed by  a  packing  of  candle  wick,  that  will  keep  the  pump 
working  to  the  end  of  the  trip.  It  is  not  impossible  for  the 


LOCATING  AND  REMEDYING  AIR  BRAKE  TROUBLES.     233 

stem  to  which  the  valve  pistons  are  attached  to  break;  and  a 
pump  is  sometimes  temporarily  disabled  by  the  nuts  working 
loose  from  the  ends  of  the  valve-stem. 

Q.  What  is  the  most  common  cause  for  failure  of  the  driver 
brakes  and  tender  brakes? 

A.  In  actual  practice,  leakage  from  the  brake  cylinders, 
on  account  of  defective  piston  packing  leathers.  This  is  en- 
tirely too  common,  and  is  most  serious.  The  brakes  of  a  modern 
engine  and  tender  equal  in  holding  power  the  combined  brak- 
ing force  of  several  freight  cars,  and  must  be  depended  upon 
alone  at  times  to  hold  the  slack  bunched  in  a  heavy  freight  train. 

Q.     How  may  such  failures  be  prevented? 

A.  By  regularly  testing  the  locomotive  brakes  and  noting 
the  length  of  time  that  the  cylinders  will  hold  pressure ;  the  use 
of  an  air  gauge  in  connection  with  the  cylinder  pressure  at  test 
is  advisable,  and  at  the  expiration  of  two  minutes  after  appli- 
cation of  the  brake  the  cylinder  pressure  should  be  fairly  effec- 
tive. All  joints  of  the  supply  pipes  to  brake  cylinders  should 
be  tight,  and  the  joint  of  the  pressure  head  of  the  cylinders,  as 
well;  then,  if  leakage  exists,  the  piston  packing  should  be  reported; 
the  leathers  should  be  softened — new  one  substituted  if  neces- 
sary— the  pistons  and  internal  walls  of  the  cylinders  cleaned, 
and  a  thin  film  of  vaseline  or  vaseline-graphite  air-brake  lu- 
bricant rubbed  on  the  cylinder  walls;  it  should  be  filled  in  gen- 
erously under  the  cupped-in  edges  of  the  packing  leathers — 
after  the  expanding  ring  has  been  well  expanded  and  inserted 
in  place  behind  the  rim  of  the  follower  plate.  To  replace  the 
piston  without  buckling  or  otherwise  damaging  the  packing 
leather  demands  a  skilful  and  experienced  workman. 

When  no  leakage  exists,  a  brake  may  be  very  weak  in  its  hold- 
ing power  on  account  of  too  long  piston  travel.  The  piston 


234 


LOCOMOTIVE  BREAKDOWNS. 


FIG.  86. — PUMP 
GOVERNOR. 


LOCATING  AND  REMEDYING  AIR  BRAKE  TROUBLES.     235 

travel  should  be  noticed  each  trip,  and  kept  as  near  6J  to  7 
inches  on  the  tender  brake  as  possible.  As  to  the  driver  brake, 
the  piston  travel  should  be  adjusted  to  as  short  as  possible  with- 
out generally  skidding  the  wheels  at  full-on  applications  of  the 
brake.  Engines  differ  widely  in  driver  brake  effect  and  there 
can  be  no  absolute  rule  for  the  regulation  of  their  piston  travel. 

Q.  If  the  air  pump  stops  on  the  road  how  may  it  be  ascer- 
tained whether  the  trouble  is  due  to  failure  of  the  pump,  or  a  de- 
fective pump  governor? 

A.  If  the  pump  stops  while  the  steam  throttle  is  open,  wide, 
and  the  main  reservoir  gauge-pointer  indicates  less  pressure 
than  the  figure  at  which  the  governor  is  set  and  has  been  regu- 
larly carried,  simply  notice  if  air  pressure  is  blowing  out  of  the 
little  air  vent  hole  in  the  governor — port  c,  Fig.  86 — and  if  it 
is,  the  trouble  certainly  lies  in  the  governor  itself;  the  gov- 
ernor spring  (41)  may  be  broken,  or,  as  is  more  likely,  a  scale 
or  chip  may  have  lodged  between  the  pin  valve  (42)  and  its 
seat ;  the  spring  case  can  be  unscrewed  and  the  trouble  remedied. 
Otherwise,  the  pump  is  at  fault. 

Q.  Suppose  that  main  reservoir  pressure  unexpectedly  runs 
up  very  much  above  its  normal  figure — maybe  to  boiler  pressure 
— where  would  the  cause  lie? 

A.  It  might  be  that  the  perforated  diaphragm  used  as  a 
strainer  in  union  (44)  has  become  clogged  by  gum  and  dirt; 
blow  it  out.  There  is  another  common  cause  for  failure  of 
the  governor  to  act:  a  small,  copper  drip  pipe,  not  shown  in 
the  plate,  is  attached  by  union  to  an  opening  in  the  governor 
body  and  extends  down  toward  the  ground;  sometimes  this 
pipe  gets  stopped  up,  and  in  extremely  cold  weather  not  infre- 
quently freezes  up  at  its  lower  extremity;  a  stoppage  of  this 
pipe  will  cut  out  the  governor,  and  the  remedy  is  to  clean  the 


236  LOCOMOTIVE  BREAKDOWNS. 

pipe  in  either  case,  or  disconnect  a  frozen  one  from  its  attach- 
ment to  the  governor. 

Q.  When  the  brake  pipe  (train  line)  pressure  creeps  up  higher 
than  70  pounds — at  which  figure  the  feed-valve  is  adjusted — 
is  the  feed-valve  at  fault? 

A.  Yes.  If  the  trouble  appears  gradually  it  may  have  its 
source  in  leakage  through  the  rotary  valve  or  gaskets  of  the 
engineer's  brake  valve,  Fig.  87;  but  if  no  trouble  of  the  kind 
is  experienced  until  suddenly,  on  the  road,  it  is  in  the  feed- 
valve:  in  the  nature  of  a  "breakdown,"  the  only  troubles  to 
which  this  chapter  has  allusion. 

Q.     What  should  be  done  in  such  case? 

A.  In  making  the  service  stops,  if  a  brake  pipe  reduction 
of  not  more  than  18  or  20  pounds  is  made  the  abnormally  high 
pressure  in  the  train  line  will  not  cause  any  higher  brake  cylinder 
pressure  than  would  result  from  the  normal  70  pounds;  so,  if 
as  light  reductions  as  possible  be  made,  no  particular  harm  will 
result.  At  the  first  stop  where  time  will  permit,  however,  close 
the  cut-out  cock  under  the  engineer's  valve,  place  the  valve 
handle  in  the  emergency  position,  and  remove  cap  nut  (61), 
Fig.  (H),  and  inspect  regulating  valve  (59),  as  it  most  likely 
is  unseated  by  scale,  etc.  Cap  nut  (53)  should  also  be  taken 
off  and  piston  (54)  and  its  slide-valve  (55)  examined;  cleanse 
and  oil  the  piston  and  slide-valve,  and  the  slide-valve  seat  and 
bushing  in  which  the  piston  operates.  If  the  piston  is  of  the 
style  having  a  packing  ring  see  that  the  ring  is  free  to  expand, 
and  can  be  circled  'round  and  'round  in  its  groove,  and  a  small 
pin  hole  that  is  drilled  through  the  piston  must  be  cleaned 
out.  Sometimes  the  failure  of  a  slide-valve  feed-valve  to  stop 
the  supply  of  pressure  to  the  brake  pipe  is  caused  by  spring  (58) 
breaking;  in  that  case,  if  there  is  a  piece  of  the  spring  of,  say, 


LOCATING  AND  REMEDYING  AIR  BRAKE  TROUBLES.     237 

three-fourths  of  its  length  use  it,  and  block  to  supply  the  needed 
additional  length.  The  graduating  spring  taken  from  a  triple- 
valve — freight  triple,  preferably — may  be  used  to  replace  the 
broken  spring. 

Q.  If  the  supply  oj  pressure  to  the  brake  pipe  ceases,  yet  the 
main  reservoir  pressure  holds  up  all  right,  what  is  the  cause? 

A.  It  is  bound  to  be  caused  by  the  feed-valve.  It  is  proba- 
ble that  the  small  opening  below  the  seat  through  which  the 
lower  end  of  the  stem  of  regulating  valve  (59)  extends  is  closed 
with  gum;  there  may  be  a  solid  deposit  of  gum  on  the  three  flat 
sides  of  the  valve  stem  thus  closing  the  hole  against  flow  of 
pressure.  Or,  the  big  regulating  spring  (67)  may  be  broken, 
and  if  so,  a  temporary  expedient  is  to  remove  also  spring  (58), 
leaving  the  main  feed  port  uncovered  by  the  slide-valve;  then 
adjust  the  pump  governor  to  70  pounds  which  will  be  carried 
in  both  brake  pipe  and  main  reservoir.  Only  operate  the  air 
on  as  many  cars  as  the  volume  in  the  main  reservoir  will  release, 
always  remembering  that  the  heavier  the  reduction  of  brake 
pipe  pressure  (so  long  as  not  more  than  2  5  pounds  are  drawn 
off),  the  prompter  the  triple-valves  will  be  moved  to  release 
position,  and  the  fewer  triples  that  will  " stick"  and  have  to  be 
released  by  " bleeding." 

Q.  1}  the  train  air  signal  whistle  blows  whenever  the  engi- 
neer releases  the  brakes,  what  should  he  report  as  defective? 

A.  The  train  air  signal  reducing  valve;  through  its  failure 
to  act  properly  main  reservoir  pressure  is  being  carried  in  the 
signal  line.  Simply  cleaning  it  will  usually  overcome  the  trouble. 

Q.  If  the  air  signal  will  not  respond  until  the  conductor  has 
pulled  the  car  discharge  valve  for  the  second  or  third  time,  and 
then  emits  but  one,  long,  loud  blast — what  is  the  cause? 

A.     A  too  tightly  fitting  stem  of  the  signal  valve — common 


238  LOCOMOTIVE  BREAKDOWNS. 

to  a  new  valve,  and  one  on  a  freight  engine  that  is  seldom  in 
use  and  the  stem  made  too  tight  by  a  deposit  of  gum. 

Q.  But  suppose  that  the  signal  whistle  gives  a  couple  of  short 
blasts  at  each  pull  of  the  signal  cord? 

A.     In  that  case,  a  too  loosely  fitting  signal  valve-stem,  pe- 
culiar to  a  signal  valve  too  long  in  service  without  repair. 
OPERATION    OF    THE    TRAIN    BRAKES 

Q.  In  making  the  regular,  short-distance  station  stops  with 
a  passenger  train  oj  fast  schedule,  what  are  the  most  common 
troubles  experienced,  and  how  may  they  be  avoided? 

A.  The  sliding  and  flattening  of  wheels  toward  the  finish 
of  the  stop,  and  the  discomforting  lurch  of  the  train  as  it  comes 
to  a  standstill.  Both  troubles  may  be  prevented  by  making  use 
of  the  two -application  method  of  train  braking — except  with  a 
very  long  train. 

Q.     Explain  the  two-application  method. 

A.  Briefly,  it  may  be  said  to  consist  in  making  the  first  ap- 
plication as  heavy  as  possible  and  the  last  one  as  light  as  pos- 
sible under  the  circumstances  at  the  time,  the  amount  of  reductions 
depending  upon  the  rate  of  speed,  gradient,  etc. ;  to  waste  no 
time  between  the  first  release  and  the  beginning  of  the  second 
application,  and  to  have  the  second  application  to  occur  as  near 
the  final  stopping  point  as  possible;  the  idea  being  to  use  high 
braking  force  while  the  wheels  are  revolving  rapidly  and  will 
stand  it,  and  require  it,  and  to  have  a  reduced  brake  cylinder 
pressure  when  the  wheels  are  turning  slower  and  are  more  in- 
clined to  "pick  up";  and  to  allow  the  distortions  of  the  running 
gear  of  the  cars — induced  by  the  initial,  heavy  application— to 
be  relaxed,  and  the  stop  to  be  finished  on  "an  even  keel." 

Q.     Should  two-application  stops  be  practiced  in  jr eight  service? 

A.     No;  nor  with  quite  long  passenger  trains,  which  should 


LOCATING  AND  REMEDYING  AIR  BRAKE  TROUBLES.      239 


1  Pipe  Tap/ 


240  LOCOMOTIVE  BREAKDOWNS. 

be  braked  similar  to  freight  trains.  With  a  freight  train  the 
brakes  should  be  held  applied  until  the  train  has  stopped,  dead; 
the  brakes  release  first  at  the  head  end  of  a  long  train,  and  per- 
mit the  forward  cars  and  engine  to  lurch  ahead,  and  the  result- 
ant jerk  away  from  the  braking  cars  at  the  rear  will  cause  the 
train  to  part  while  running  at  low  speeds. 

Q.  There  are  occasions  when  the  air  brakes  have  been  ap- 
plied and  a  freight  train  slowed  down,  and  it  is  then  found  highly 
undesirable  to  stop;  is  there  no  alternative? 

A.  Yes;  if  the  locomotive  is  supplied  with  a  retaining  valve 
the  handle  may  be  turned  up  before  releasing  the  brakes,  and 
this,  by  the  retention  of  a  portion  of  the  driving  brake  force,  will 
often  prevent  the  train  parting;  but  it  will  not  wholly  over- 
come the  stretching  of  the  train  and  cannot  be  regularly  depended 
upon.  If,  however,  the  engine  has  an  independent,  or  straight- 
air,  driver  and  tender  brake  equipment  in  combination  with  the 
automatic  the  straight-air  may  be  applied  just  before  releasing 
the  automatic,  and  the  danger  from  train  parting  will  be  over- 
come; the  straight-air  can  be  released  at  once,  or  graduated  off, 
after  it  is  known  surely  that  the  brakes  of  the  rear  cars  have  all 
released. 

Q.  If  some  of  the  brakes — usually  on  the  rear  cars — of  a  long 
freight  train  regularly  fail  to  release  after  service  applications, 
what  is  the  reason? 

A.  Not  carrying  high  enough  main  reservoir  pressure.  Large 
main  reservoir  volume  is  of  advantage  if  charged  to  the  required 
pressure;  but  pressure  is  what  releases  brakes,  and  volume 
will  not  take  the  place  of  pressure.  Main  reservoir  pressure 
has  not  generally  been  increased  in  proportion  to  the  increase 
in  the  lengths  of  air  braked  trains. 

Q.    Can  there  be  such  a  thing  as  an  "air  brake  failure"? 


LOCATING  AND  REMEDYING  AIR  BRAKE  TROUBLES.     241 

A.  Never.  It  is  always  a  man  failure;  the  engineer  has  al- 
lowed his  pump  to  stop,  or  the  trainman  has  neglected  to  open 
an  angle-cock  near  the  head  end  of  the  train,  etc.  A  man  has 
failed  in  his  duty. 

Q.  How  can  an  engineman  know  that  an  angle-cock  is  closed 
anywhere  in  the  train,  thus  cutting  out  from  his  control  all  brakes 
to  the  rear  of  it?  Or  how  may  he  know  that  an  angle-cock  is  but 
partially  opened,  through  which  he  is  able  to  use  the  service  brake 
but  not  the  emergency  behind  it? 

A.  This  is  pretty  hard  to  know  while  running  along.  But 
if  the  brakes  are  tested  before  leaving  a  terminal,  or  other  point 
where  the  train  has  been  cut — or  at  any  brake  application  along 
the  line,  the  engineman  should  be  able  to  tell  by  the  length  of 
the  duration  of  the  brake  pipe  exhaust  very  close  to  the  num- 
ber of  air  braked  cars  under  his  control;  if  the  brake  pipe  exhaust 
begins  heavy  but  suddenly  checks  down,  then  grows  heavy  again 
— intermittent  differences  in  the  rate  of  air  discharge — it  is  an 
indication  that  there  is  a  partly  closed  angle-cock  somewhere 
in  the  train. 

Q.  If  violent  jerks  are  felt  when  a  service  application  is  being 
made,  how  can  the  engineer  tell  whether  it  is  caused  by  a  triple- 
valve  jumping  into  emergency  or  not? 

A.  If  that  is  the  cause,  while  the  engineer's  valve  is  in  the 
service  stop  position  the  brake  pipe  exhaust  will  suddenly  cease; 
but  will  commence  again  if  the  brake  valve  handle  remains  in  the 
service  position. 

Q.  I]  the  train  line  exhaust  does  shut  down,  suddenly,  about 
the  same  time  that  the  jerk  to  the  train  occurs,  how  can  the  train- 
man locate  the  triple-valve  that  is  the  "kicker"  so  as  to  cut  it  out? 

A.  After  stopping,  and  the  brakes  have  been  released  and 
the  pressures  have  equalized,  the  engineman  shall  make  as 


242  LOCOMOTIVE  BREAKDOWNS. 

light  a  reduction  as  will  move  the  pistons  out  of  the  brake 
cylinders — say  a  6-pound  reduction;  then,  starting  from  the 
engine,  the  trainman  shall  hasten  back  along  the  train,  noting 
each  piston  that  is  out  until  he  comes  to  a  brake,  regularly  cut 
in,  of  which  the  piston  is  not  out  o)  the  cylinder;  the  defective  triple 
is  probably  on  that  car,  but  for  further  assurance  he  shall  give 
an  arranged  signal  to  the  engineman  who  shall  thereupon  make 
further  brake  pipe  reductions,  until  finally  the  piston  does  move 
out,  and  if  it  jumps  out  suddenly,  at  quick-action,  the  fact  is 
established  and  the  brake  on  that  car  should  be  cut  out. 

Q.  1}  the  brakes  apply  from  cause  unknown  to  the  engineer, 
while  running,  what  should  he  do? 

A.  First  shutting  off  steam  from  the  engine  and  getting 
sand  running  on  the  rails,  he  should  lap  his  brake  valve  and 
permit  the  applied  brakes  to  stop  the  train,  under  ordinary  cir- 
cumstances. The  brakes  have  been  applied :  either  intentionally 
by  the  trainman,  and  in  that  case  the  engineer's  duty  is  plain; 
or  else  the  result  of  increasing  brake  pipe  leakage  or  a  burst  hose. 
The  old-time  instruction  to  be  followed  in  the  latter  case,  to 
"move  the  brake  valve  handle  to  release  position  for  a  few  sec- 
onds, etc."  is  not  now  recommended;  if  leakage  has  caused 
the  application  it  is  plain  that  the  brake  pipe  supply  cannot 
be  kept  up  in  the  running  position. of  the  engineer's  valve,  and 
it  is  only  temporizing  to  put  the  valve  in  release  position  unless 
it  is  left  there,  and  that  is  not  to  be  recommended.  An  engineer 
is  also  responsible  for  any  wheel  flattening  that  may  occur  from 
his  attempt  to  keep  going  when  brakes  are  "  sticking"  in  the  train. 

Q.  If  the  pipe  from  chamber  D  of  the  engineer's  valve  to  the 
equalizing  reservoir  should  get  broken  off  while  on  the  road,  what 
should  be  done  in  the  nature  of  repair,  and  how  should  the  engi- 
neer do  his  service  braking? 


LOCATING  AND  REMEDYING  AIR  BRAKE  TROUBLES.     243 

A.  Disconnect  union  nut  (20),  Fig.  87,  insert  in  the  union 
a  blind  gasket  and  re-tighten  the  union — this  to  cut  out  the  bro- 
ken pipe;  then  plug  exhaust  fitting  (22);  to  do  this  remove  the 
elbow  fitting  and  drive  a  short  wooden  plug  into  its  inside  end, 
and  replace  the  fitting;  or,  take  the  J-inch  drain  plug  out  of  the 
equalizing  reservoir  (which  is  then  no  longer  in  use),  and  with 
it  plug  the  hole  from  where  elbow  (22)  was  taken. 

The  service  position  of  the  engineer's  valve  is  then  cut  out  of 
effect,  and  to  make  a  service  application  of  the  brakes  it  will 
be  necessary  to  move  the  brake  valve  handle  partly  into  the 
emergency  position;  but  if  this  is  done  with  care  and  a  very  re- 
stricted discharge  permitted,  a  smooth  application  without 
quick-action  will  result,  but  equal  care  must  be  exercised  in 
closing  the  exhaust,  for  if  it  is  done  too  suddenly  the  brakes  of 
the  engine,  tender  and  forward  cars,  will  "kick  off" — release. 
In  beginning  such  application,  as  the  brake  valve  moves  through 
the  service -position  the  black  gauge  pointer  will  fall  to  zero,  or 
thereabouts,  and  the  only  way  to  judge  of  the  amount  of  brake 
pipe  reduction  being  made  is  from  the  flow  of  air,  and  the  results. 
Lap,  in  this  case,  is  anywhere  between  the.  position  shoulders 
of  lap  and  service. 

Q.  Will  brake  hose  couplings  and  signal  hose  couplings  unite 
with  each  other  properly? 

A.     No ;  they  cannot  be  coupled  together  without  hammering. 

Q.  How  may  the  two  kinds  of  couplings  be  distinguished 
from  each  other? 

A.  The  width  of  space  between  guard-arm  and  coupling 
face  is  wider  in  the  brake  coupling  and  the  fingers  may  be  inserted 
in  the  jaw;  this  space  is  much  narrower  in  the  signal  coupling 
and  will  not  permit  insertion  of  the  fingers.  The  nipples,  or 
screw  ends,  of  the  hose  differ  also,  the  signal  hose  nipple  being 


244  LOCOMOTIVE  BREAKDOWNS. 

of  j-inch  pipe  size,  and  the  brake  hose  nipple  ij-inch  pipe  size 
and  thread. 

Q.  If  the  air  brake  main  train  pipe  breaks  off  underneath 
the  tender  and  cannot  be  repaired  at  the  time,  how  may  the  engi- 
neer arrange  to  operate  the  air  brakes  of  the  train? 

A.  A  pair  of  combination  hose  should  be  carried  on  all  en- 
gines; these  are  very  short  sections  of  hose  with  a  brake  coupling 
at  one  end  and  a  signal  coupling  at  the  other  end.  The  regular 
brake  and  signal  couplings  should  first  be  disconnected  between 
engine  and  tender,  and  between  tender  and  first  car  in  the  train 
— after  having  closed  the  angle-  and  stop-cocks  between  tender 
and  car,  and  the  cut-out  cock  in  signal  line  on  engine,  wherever 
it  may  be  located.  Then  use  one  of  the  combination  hose  to 
couple  the  brake  hose  at  rear  of  engine  to  signal  hose  at  front 
of  tender,  and  the  other  combination  hose  to  couple  the  signal 
hose  at  rear  of  tender  to  the  brake  hose  at  front  of  first  car;  then 
open  the  cocks  in  the  made-up  line  at  rear  of  tender,  and,  while 
the  air  signal  will  be  inoperative  on  all  cars,  and  the  air  brake 
inoperative  on  the  tender,  the  engine  and  train  brakes  will  be 
under  the  engineer's  control,  and,  in  the  absence  of  the  signal 
system  the  conductor  can  stop  the  train,  or  attract  the  engineer's 
attention,  by  opening  the  " conductor's  brake  valve"  in  any  one 
of  the  cars  in  the  train.  A  ruptured  brake  pipe  under  any  car 
in  a  passenger  train  may  be  gotten  around  in  the  same  manner. 


THE  WESTINGHOUSE   E.   T.  ENGINE  AND  TENDER 
BRAKE   EQUIPMENT. 

Q.  What  common  troubles  must  be  especially  guarded  against 
in  the  operation  of  the  new  Westinghouse  E  T  engine  and  tender 
brake  equipment? 


LOCATING  AND  REMEDYING  AIR  BRAKE  TROUBLES.    245 

A.  In  answer:  We  will  take  the  No.  5  style  of  the  E  T  equip- 
ment as  representative  of  that  type  of  brake,  because  there  are 
more  locomotives  equipped  with  that  form  than  of  either  the 
preceding  No.  4,  or  the  later,  slightly  improved,  No.  6  type. 
Leakage  of  pressure,  and  its  prevention,  are  the  most  serious 
points  for  consideration  in  the  E  T  equipment.  Fig.  88  shows 
a  diagrammatic  arrangement  of  the  piping  and  valves;  pipes 
/I,  B,  and  B'  are  small  copper  pipes  that  must  be  tested  fre- 
quently and  the  smallest  leak  tightened  completely;  these  pipes 
are  connected  to  distributing  valve,  engineer's  brake  valve,  inde- 
pendent brake  valve  and  double  cut-out  cock,  by  unions  that  are 
often  found  to  be  of  the  flat  seat  kind,  with  soft  gaskets;  watch 
these  closely  for  leaks,  and  at  the  first  opportunity  substitute 
ground  joint,  metallic  seated  unions.  Leaks  from  pipe  A  will 
have  the  same  effect  exactly  as  leaks  from  a  retaining  valve 
pipe,  and  the*  engine  and  tender  brakes  will  release  with  the 
engineer's  valve  in  release,  or  holding,  positions.  A  leak  from 
pipe  B  will  release  the  locomotive  brakes  if  they  are  applied 
by  either  the  automatic  or  independent  brake  valves,  if  the  valve 
be  placed  on  the  lap  position;  while  a  leak  from  pipe  Bf  will 
release  the  brakes  on  engine  and  tender  if  applied  by  the  engi- 
neer's automatic  brake  valve  subsequently  lapped,  but  such  leak 
will  have  no  effect  when  the  brakes  are  set  by  the  independent 
valve. 

The  point  of  possible  leakage  that  can  give  the  greatest  vari- 
ation of  effects,  and  where  leaks  can  duplicate  the  results  from 
troubles  at  other  points,  is  at  the  large,  round  gasket  in  the  dis- 
tributing valve  between  the  reservoir  casting  and  the  valve  body. 
In  order  that  there  may  be  no  pipe  connections  directly  with  the 
section  that  contains  the  operating  parts,  and  to  facilitate  ex- 
change for  inspection  and  repair,  all  pipes  (five  in  number), 


LOCATING  AND  REMEDYING  AIR  BRAKE  TROUBLES.     247 

connect  with. the  reservoir  casting,  and  to  reach  the  valves  press- 
ures from  the  main  reservoir,  brake  pipe  and  brake  cylinders, 
and  the  ports  communicating  with  pipes  A  and  B,  pass  through 
this  gasket;  and  it  is  plain  that  almost  any  combination  of  ill 
results  can  arise  from  leakage  between  certain  of  those  ports. 
Therefore,  if  symptoms  from  irregular  action  of  the  E  T  equip- 
ment point  to  leakage  between  any  of  those  pressures,  and  if 
the  suspected  parts  are  found  to  be  free  from  cause,  it  is  safe  to 
suspicion,  next,  this  distributing  valve  gasket,  and  the  chances 
are  that  the  seat  of  the  trouble  will  be  found.  Anyhow,  keep 
a  good  gasket  there,  and  keep  the  nuts  tight  on  the  bolts 
that  connect  the  two  main  sections  of  the  distributing  valve 
together. 

Q.  Does  leakage  throng h  the  brake  cylinder  piston  packing 
leathers  have  such  evil  effects  in  the  E  T  equipment  as  it  does 
with  the  common  automatic  brake? 

A.  No;  if  the  leakage  is  not  as  great  as  the  supply,  the  brake 
will  hold  with  undiminished  force;  but  such  leakage  is  wasteful 
of  pressure,  and  should  not  be  permitted.  The  same  effects 
will  be  approximated,  however,  if  leakage  is  permitted  to  exist 
in  the  packing  leather  of  the  upper  piston  (application  valve 
piston),  of  the  distributing  valve;  and  as  this  leather  cannot  be 
renewed,  or  properly  inspected,  without  some  extra  trouble,  it 
is  too  commonly  neglected  by  the  general  run  of  air  brake  inspec- 
tors ;  a  pin  in  the  spindle  of  the  application  valve  piston  must  be 
withdrawn  before  the  piston  can  be  removed,  and  to  do  that, 
the  top  cap  of  the  valve  section  must  be  taken  off,  and  as  that 
further  involves  the  removal  of  10  screws,  with  a  screw-driver, 
and  the  probable  tearing  of  the  paper  gasket  beneath  the  top 
cap,  this  packing  leather  will  be  the  last  part  to  receive  proper 
attention. 


248  LOCOMOTIVE  BREAKDOWNS. 

Q.  With  the  E  T  equipment  in  correct  condition,  can  trouble 
arise  from  the  mishandling  of  the  engineer's  brake  valves? 

A.  Yes;  as  this  equipment  is  so  comprehensive  as  to  be  ap- 
plied without  modification  in  detail  to  all  classes  of  engines,  in 
all  branches  of  service,  an  engineer  must  understand  that  he  will 
have  to  operate  the  brake  valves  of  the  E  T  equipment  in  varying 
ways  as  the  engine  may  engage  in  different  services;  for  instance: 
While  the  independent  brake  valve  should  be  used  exclusively 
in  regular  switching  service,  it  must  be  operated  with  the  great- 
est care  when  the  engine  is  coupled  to  a  long  freight  train,  in 
motion;  and  it  is  safe  to  instruct  a  passenger  engineer  never  to 
use  the  " holding  position"  of  his  automatic  brake  valve,  and 
not  to  use  the  independent  brake  valve  at  all,  except  to  hold  a 
standing  train  while  the  automatic  brake  is  released,  or  with 
the  light  engine — mountain  service  alone  excepted;  etc. 

Q.  In  connection  with  the  E  T  equipment:  70  pounds  brake 
pipe  pressure  and  90  pounds  main  reservoir  pressure  are  required 
on  a  certain  engine;  carrying  those  pressures  as  the  normal  maxi- 
mum, we  understand  that  through  the  use  of  the  duplex  pump 
governor,  when  the  engineer's  valve  is  moved  to  an  application 
position,  or  on  lap,  the  pump  will  again  start  up  and  increase 
the  main  reservoir  pressure  to — say,  no  pounds — at  which  figure 
the  high-pressure  governor  top  will  finally  stop  the  pump;  now — 

Suppose  that  we  are  assigned  to  this  engine,  and  when  the  air 
pressures  have  been  pumped  up  to  the  maximum,  the  brake  pipe 
(black),  and  the  main  reservoir  (red)  gauge  pointers  are  standing 
practically  together  at  about  40  pounds;  should  the  low-pressure 
governor  top  be  adjusted  to  secure  90  pounds  in  the  main  reservoir, 
and  the  brake  pipe  feed-valve  be  set  at  70  pounds,  as  would  be 
proper  with  the  common  automatic  brake  equipment? 

A.     With  the  E  T  equipment,  as  well  as  with  any  and  all 


LOCATING  AND  REMEDYING  AIR  BRAKE  TROUBLES.     249 

types  of  engine  brakes  wherein  the  feed-valve  is  used,  the  brake 
pipe  (train  line),  pressure  is  governed  solely  by  the  feed-valve 
when  the  engineer's  valve  is  in  running  position — providing 
that  an  incorrect  adjustment  of  the  pump  governor  does  not 
stop  the  pump  before  the  pressure  has  been  attained  at  which 
the  feed-valve  is  to  be  set. 

In  this  case,  however,  tightening  up  the  adjusting  nut  of  the 
feed-valve  would  have  the  effect  of  increasing  both  pressures 
—brake  pipe  and  main  reservoir — equally,  until  the  proper 
brake  pipe  pressure  was  attained;  but  there  is  a  more  accurate 
method:  It  should  be  known  that,  while  in  the  older  styles  of 
equipment  the  pump  governor  regulating  spring  is  adjusted 
to  90  pounds — or  whatever  the  normal  main  reservoir  press- 
ure is,  in  full,  the  corresponding  governor  top  in  the  E  T  equip- 
ment is  not  set  at  main  reservoir  pressure;  it  is  called  the  "excess 
pressure  governor  top,"  and  the  spring  is  set  at  20  pounds,  or 
whatever  difference  may  be  desired  between  brake  pipe  and  main 
reservoir  pressures.  Now,  therefore,  this  standing  of  the  duplex 
gauge  indicates:  First,  the  tension  of  the  spring  in  the  excess 
pressure  governor  top  has  been  slacked  off,  or  is  broken,  so 
that  it  can  effect  no  rise  of  main  reservoir  pressure  above  that 
in  the  brake  pipe.  Second,  that  the  feed-valve  is  adjusted 
to  about  40  pounds;  presuming,  of  course,  that  there  is  steam 
enough  in  the  boiler,  and  the  pump  throttle  turned  on  full  enough, 
to  generate  the  required  air  pressures. 

To  adjust:  First,  gradually  tighten  the  spring  of  the  excess' 
pressure  governor  top  until  the  red  gauge  hand  points  to  60 
pounds;  the  desired  amount  of  excess  pressure — 20  pounds — 
is  thereby  secured,  and  it  will  remain  constant  regardless  of 
what  pressure  is  carried  in  the  train  line;  verify  this,  now,  by 
tightening  the  adjusting  nut  of  the  feed-valve,  and  as  the  black 


2 "5o  LOCOMOTIVE  BREAKDOWNS. 

pointer  rises  on  the  gauge  face  so  will  the  red  one,  keeping  just 
20  pounds  ahead,  or  higher,  until  when  the  black  pointer  is 
fixed  at  70  pounds,  the  red  hand  will  stand  at  the  regulation  90. 

Q.  While  running,  with  a  train,  if  the  brakes  should  be  applied 
by  other  means  except  the  engineer's  brake  valve — as  by  the  con- 
ductor's  valve,  train  parting,  etc. — if  the  engineman  does  not 
place  his  brake  valve  on  the  lap  position  immediately,  will  any 
trouble  result  further  than  a  loss  of  main  reservoir  pressure? 

A.  Yes;  with  the  No.  5  type  of  the  E  T  equipment,  if  the  en- 
gineer's automatic  brake  valve  and  the  independent  valve  are 
neither  one  placed  on  lap  position  when  an  automatic  appli- 
cation is  felt,  the  pressure  in  the  driver  and  tender  brake  cylinders 
will  blow  down  to  about  30  pounds,  or  less;  if  the  brake  valve 
then  be  lapped,  the  cylinder  pressure  will  rise  again,  and  to  the 
maximum,  but  the  engineman  should  remember  that  his  first 
duty  in  such  cases  is  always  to  lap  his  brake  valve,  with  any 
style  of  equipment.  With  the  improved  "No.  6"  type  of  E  T 
equipment  there  can  be  no  loss  of  pressure  from  the  locomotive 
brake  cylinders,  due  to  failure  in  lapping  the  engineer's  valve. 

Q.  In  double-heading,  with  a  long  freight  train,  and  the  lead- 
ing engineer  handling  the  air,  suppose  that  he  intends  to  release 
the  brakes  after  a  general,  service  application,  while  running  about 
six  miles  an  hour;  how  should  the  second  engineer,  with  the  E  T 
equipment,  aid  in  preventing  the  surge  ahead  and  possible  train- 
parting,  due  to  the  brakes  on  the  forward  portion  of  the  train  re- 
leasing before  the  rear  brakes  are  off? 

A.  In  such  cases,  the  second  engineer  should  move  his  auto- 
matic brake  valve  to  holding  position  while  the  brakes  are  applied 
(always  in  preparation  for  an  expected  "running  release"), 
and  leave  it  there  until  the  brakes  of  the  entire  train  (the  cars), 
are  released;  then  return  the  handle  to  running  position. 


o   t 

<  < 

u    w 

s*s 

p  S 

W     H 


P 


§     ^ 
§     P 

g  i 

u 


B 

O       fH 


o 
H 

CO 


00 


ON 
00 


CHAPTER   XVIII. 
The  Pyle-National    Electric   Headlight. 

Q.  Before  starting  the  engine  that  operates  the  generator,  or 
dynamo,  of  the  electric  headlight  each  trip  should  the  engine  be  oiled  ? 

A.  No;  there  is  no  friction  of  parts  of  the  rotary,  or  centrif- 
ugal, engine. 

Q.  Of  the  engine  and  dynamo  as  a  whole,  both  being  mounted 
on  the  one  common  shaft,  hou'  many  bearings  are  there,  and  when 
and  how  should  they  be  lubricated? 

A.  There  are  two  bearings;  one,  the  shorter,  is  in  the  en- 
gine-cap casting  that  carries  the  weight  of  the  rotating  engine; 
the  long  bearing  is  in  the  box-yoke — see  folder,  Fig.  90 — and 
supports  the  armature;  each  bearing  has  an  oil  cellar,  and  a 
ring,  22j,  carried  loosely  around  the  shaft,  hangs  down  into  each 
cellar  and,  revolving  with  the  shaft,  carries  oil  to  the  top  of 
shaft  from  where  it  passes  through  grooves  to  the  bearing  sur- 
faces. The  cellar  in  the  engine-cap  should  be  filled  with  valve 
oil,  and  for  the  cellar  near  the  dynamo  use  black,  or  engine,  oil; 
the  engine  bearing  will  need  oiling  freshly  before  the  beginning 
of  each  trip,  while  the  cellar  of  the  long,  main  bearing  will  not 
need  to  be  filled  so  often,  but  should  be  examined  each  trip  to 
see  that  there  is  oil  enough  to  keep  a  section  of  the  ring  im- 
mersed during  the  trip.  Before  filling  the  small  cellar  in  engine- 
cap,  open  the  drain  cock  and  draw  off  water  of  previous  conden- 
sation, remembering  to  close  the  drain  cock  afterward.  Once  a 
week  the  plug  in  top  of  engine  should  be  removed  and  a  little 
black  oil  introduced  to  prevent  corrosion. 

Q.  After  the  engine  has  been  started,  if  the  lamp  does  not  be- 
gin to  burn  what  is  the  cause? 

252 


THE  PYLE-NATIONAL  ELECTRIC  HEADLIGHT.  253 

A.  It  may  be  that  the  point  of  the  carbon  in  the  lamp  is  not 
touching  the  copper  electrode;  a  piece  of  scale  maybe  lodged  be- 
tween them.  When  the  dynamo  is  started  no  electric  force  will 
be  generated  unless  there  is  a  complete  circuit,  and  the  current 
must  flow  from  carbon  to  electrode  to  make  the  circuit;  so,  if 
there  is  not  absolute  contact  at  this  point,  there  will  be  no  current; 
the  tension  of  spring  93  is  directed  toward  bringing  the  carbon 
against  the  copper  electrode. 

Q.  Suppose  that  after  the  engine  has  been  started,  current 
is  produced  and  the  incandescent  cab  lamps  light  ^ip,  but  the  head- 
light 'will  not  begin  to  burn — what  is  the  reason? 

A.  Although  necessary  for  carbon  and  electrode  to  be  in 
full  contact  in  order  to  induce  the  flow  of  electric  current,  as 
soon  as  the  current  is  established  the  points  of  carbon  and  elec- 
trode may  be  separated  a  short  distance  and  the  current  will 
then  jump  the  break;  this  separation  is  automatically  made  as 
soon  as  current  is  generated  and  its  jump  from  carbon  to  elec- 
trode produces  the  light.  The  tension  of  spring  93  holds  the 
carbon  to  the  electrode  until  the  electric  force  passing  through 
the  wires,  65,  has  converted  the  iron  core,  64,  suspended  just 
above  into  a  magnet;  this  solenoid  magnet  exerts  a  pull  directly 
opposite  to,  and  with  a  stronger  force  than,  the  spring  93,  so 
that  as  soon  as  the  production  of  electro-motive  force  begins 
the  arc  is  automatically  made,  and  when  power  ceases — the  en- 
gine stopped — the  spring  re-makes  the  carbon-copper  contact 
and  closed  circuit  ready  for  re-starting;  and  as  soon  as  the  current 
again  flows  the  magnet  again  slightly  breaks  the  contact  at  car- 
bon and  copper  electrode — providing  that  the  tension  of  spring 
93  is  not  too  great;  that  the  spring  is  too  tight  is  probably  the 
answer  to  the  question. 

Q.     If  the  spring  93  is  too  weak  in  tension  what  will  result? 


254  LOCOMOTIVE  BREAKDOWNS. 

A.  The  light  will  flash,  and  then  go  out,  for  the  magnet 
will  draw  the  carbon  so  far  from  the  electrode  that  the  current 
cannot  jump  the  space,  and  is  broken.  If  the  spring  is  adjusted 
so  that  the  light  will  flicker  just  a  little  when  the  locomotive  is 
standing  still,  the  lamp  will  very  likely  burn  quite  steadily  after 
the  locomotive  is  in  motion. 

Q.     Ij  the  headlight  burns  green  what  does  it  indicate? 

A.  The  dynamo  is  running  too  fast;  is  working  up  too  high 
an  electro-motive  force;  the  copper  electrode  is  beginning  to 
fuse  from  the  high  voltage,  and  the  speed  of  the  engine  should 
at  once  be  reduced  by  throttling  the  steam.  When  the  trip  is 
finished  the  trouble  should  be  corrected,  for  the  speed  of  the 
engine  is  expected  to  be  automatically  controlled. 

Q.     What  is  the  maximum  speed  of  the  engine  and  dynamo? 

A.     One  thousand  eight  hundred  revolutions  a  minute. 

Q.     At  this  speed  what  voltage  is' produced? 

A.     Thirty-five  volts. 

Q.     What  is  a  "volt"? 

A.  The  volt  is  the  practical  unit  of  measurement  of  elec- 
trical force;  corresponding  to  the  pound  as  the  measurement 
of  the  force  of  steam  and  compressed  air. 

Q.     What  is  meant  by  an  "ampere"? 

A.  The  ampere  is  the  practical  unit  of  measurement  of  the 
rate  of  flow  of  electrical  current,  and  corresponds  to  volume  as 
used  in  connection  with  a  compressed  fluid. 

Q.  What  is  the  flow,  in  amperes,  of  the  electrical  current  when 
the  dynamo  is  running  at  1,800  revolutions  per  minute? 

A.     Twenty-three  amperes. 

Q.  Is  it  dangerous  to  permit  the  human  system  to  receive 
a  "shock"  through-  contact  with  the  wires  or  lamp  of  the  electric 
headlight? 


THE  PYLE-NATIONAL  ELECTRIC  HEADLIGHT.          255 

A.  No;  thirty-five  volts  cannot  injure  the  human  body;  but 
be  careful  to  not  come  into  contact  with  the  current  when  the 
light  is  green;  when  the  voltage  is  abnormally  high  enough  to 
burn  the  copper  electrode,  it  is  dangerous,  then,  to  the  human 
system. 

Q.  When  the  engine  runs  too  fast,  as  indicated  by  the  green 
light,  what  should  be  reported  un  arrival  at  the  roundhouse? 

A.  The  governor,  and  the  engine  brake,  have  both  failed, 
undoubtedly,  if  an  excessive  speed  has  been  attained.  The 
governor  should  cut  off  steam  from  the  engine  when  its  speed 
is  at  the  normal  maximum;  but  if  it  should  fail,  the  engine  brake 
should  not  permit  the  speed  to  increase  more  than  about  100 
revolutions  per  minute  faster  than  allowed  by  the  governor. 

Q.  An  understanding  of  the  principles  on  which  the  gover- 
nor acts  is  necessary  in  order  to  locate  its  dejects.  Explain  briefly, 
its  operation. 

A.  Within  the  shell  of  the  engine  casting  are  two  governor 
stands,  No.  35,  Fig.  90,  placed  at  points  diametrically  oppo- 
site each  other  close  to  the  engine  "wheel;  the  steam  from  boiler 
must  pass  through  the  governor  stands  to  reach  the  engine  wheel, 
and  this  passage  of  steam  is  only  permitted  by  the  plungers,  38, 
being  unseated.  The  springs,  41^,  hold  the  center-piece,  37, 
against  the  hub  of  the  wheel,  and  in  that  position  the  cross- 
arms,  36,  and  connecting  links,  34,  keep  the  plungers,  38,  to 
the  right  so  that  steam  can  pass  the  faces  on  the  opposite  ends 
of  the  plungers. 

When  the  engine  wheel  begins  revolving  at  the  maximum 
speed,  the  weights,  31,  (there  are  four  of  them),  are  thrown 
outward  from  their  center  of  motion  with  such  force  as  to  push 
center-piece  37  to  the  right,  overcoming  the  resistance  of  springs 
4iJ,  and  through  the  medium  of  cross-arms  36  the  plungers 


256  LOCOMOTIVE  BREAKDOWN?. 

38  are  forced  to  the  left,  thus  cutting  off  the  steam  supply  to  the 
rotary  wheel  of  the  engine. 

Q.     What  defects  in  the  governor  might  be  expected? 

A.  Disconnection,  or  breakage,  of  the  operating  parts  of  the 
governor.  Plunger  faces  are  often  cut  badly,  and  failing  to  seat, 
the  governor  will  permit  occasional  bursts  of  speed  that  call 
for  throttling,  and  the  excessive  rotation  may  break  the  engine 
through  centrifugal  force.  At  least  once  a  month  the  plungers 
should  be  examined,  and  faced  if  necessary  or  ground  to  a  good 
joint;  but,  after  facing  the  steam  ends  of  the  plungers  the  ends 
of  governor  yoke,  or  cross-arm,  should  be  bent  a  little  further 
out  from  the  wheel,  so  as  to  permit  the  plungers  to  reach  their 
seats  before  the  governor  weights,  31,  are  thrown  further  than 
at  right  angles  to  the  face  of  the  wheel.  If  the  fixed  speed  is  too 
high,  adjusting  screws  No.  117  should  be  turned  back  half  a 
turn  each,  being  careful  to  adjust  all  the  screws  the  same;  half 
a  turn  of  these  screws  should  change  the  speed  about  100  revo- 
lutions per  minute.  If  by  turning  back  screws  No.  117  the 
speed  is  not  reduced,  the  plungers  do  not  seat,  and  you  should 
proceed  as  above. 

Q.     How  is  the  engine  brake  adjusted? 

A.  Remove  armature  and  cap  to  engine,  pull  out  wheel  and 
shaft,  and  there  will  be  easy  access  to  the  brake.  To  adjust 
the  brake  so  that  it  will  permit  a  higher  speed,  turn  nuts  No.  136 
to  the  right,  being  sure  to  adjust  both  brakes  the  same,  then 
tighten  up  jam  nuts.  One-half  turn  of  the  nut  will  change  the 
speed  at  which  the  brake  will  act  about  150  revolutions  per  minute. 

Q.  Is  there  any  other  cause  for  light  burning  green  besides 
excessive  speed  of  dynamo? 

A.  Not  if  the  light  burns  white  when  first  started.  But 
if -the  light  is  green  when  the  engine  is  first  started,  it  may  be 


THE  PYLE-NATIONAL  ELECTRIC  HEADLIGHT.          257 

that  the  wires  from  dynamo  to  lamp  are  connected  wrong. 
While  the  positive  and  negative  wires  are  the  same  size,  one  of 
the  binding-post  holes  is  larger  than  the  other,  and  to  avoid 
mistakes  in  re-connecting  the  wiring  to  the  binding-posts,  the 
vire  that  goes  to  the  binding-posts  28  should  have  a  sleeve  on 
each  end  to  prevent  its  being  inserted  in  the  smaller  holes  of  bind- 
ing-posts 29,  the  other  wire  left  plain. 

Q.     What  common  attention  should  be  given  to  the  dynamo? 

A.  There  should  be  no  sparking  at  the  brushes.  It  should 
be  seen  that  the  brushes  fit  perfectly  on  the  commutator,  for 
if  there  is  poor  contact  there  will  be  sparking. 

The  mica  between  the  copper  strips  of  the  commutator  should 
be  a  little  below  the  general  surface;  if  it  is  not,  file  it  down, 
slightly,  but  not  deep  enough  to  collect  gum,  etc.,  and  form  a 
"short  circuit."  Clean  the  commutator  each  trip  with  a  piece 
of  damp  (not  wet),  waste,  rubbing  endwise  in  order  to  clean 
the  grooves  where  the  mica  was  filed  out. 

When  the  commutator  begins  to  roughen  up,  clean  it.  To 
do  this  in  the  best  way,  remove  the  brushes  and  hold  by  the 
ends  a  strip  of  No.  o  sandpaper  about  the  width  of  the  brushes 
on  the  commutator  while  running  (see  Fiej.  91).  Do  not  use 
emery  cloth.  Simply  hold  ends  of  sandpaper  tensely,  and  never 
press  any  abrasives  directly  on  the  commutator  with  the  hand 
or  fingers. 

If  the  brush  tension  spring  is  too  tight,  it  creates  friction,  heat 
and  unnecessary  wear,  both  to  the  commutator  and  brushes; 
if  too  loose,  it  will  spark  and  commutator  will  not  run  clean. 
Have  it  just  tight  enough  to  prevent  sparking. 

Q.  When  steam  is  turned  on  to  the  engine,  if  the  lamp  does 
not  begin  to  burn,  how  may  it  be  quickly  determined  whether  the 
trouble  is  in  the  dynamo  or  the  lamp? 


258  LOCOMOTIVE  BREAKDOWNS. 

A.  First,  push  down  on  lever  90  and  see  if  carbon  lifts  and 
falls  freely,  and  if  so  the  "  burner"  is  all  right;  then  put  a  carbon 
across  both  binding-posts,  28  and  29,  and  if  there  is  a  flash  when 
it  is  removed  the  dynamo  is  all  right,  and  the  trouble  is  in  the 
lamp;  if  there  is  no  flash  when  carbon  is  removed,  take  out 
brushes  and  clean  commutator  as  advised,  and  try  the  lamp 


FIG.    91. — METHOD    OF    SMOOTHING    UP     THE    COMMUTATOR- 
ELECTRIC  HEADLIGHT. 

again;  if,  still,  the  lamp  does  not  burn  nor  a  flash  occur  when 
a  carbon  has  teen  applied  and  removed  from  the  binding-posts, 
there  is  probably  a  short  circuit,  caused  by  wires  touching  each 
other  and  the  dynamo  should  not  be  run  until  this  is  remedied. 

Q.  How  may  the  electric  headlight  be  brought  to  a  correct 
focus? 

A.  To  secure  the  proper  vertical  focus,  either  to  have  the 
light  close  or  to  strike  the  track  far  ahead,  loosen  set-screw  74 
on  the  side,  and  by  turning  the  adjusting  screw  98,  the  light 


THE  PYLE-NATIONAL  ELECTRIC  HEADLIGHT.          259 

can  be  raised  or  lowered  as  desired.  To  move  it  sideways, 
backward  or  forward,  loosen  the  hand-nuts  54,  and  the  lamp 
is  free  to  move. 

The  back  of  the  reflector  is  supported  by  an  adjustable  stop, 
with  screw  to  raise  or  lower  it,  so  the  volume  of  light  will  be  di- 
rected in  parallel  lines. 


FIG.   92. — REAR  VIEW  OF  LAMP  AND  REFLECTOR- ELECTRIC 
HEADLIGHT. 

To  lower  light  on  track,  raise  the  lamp;  to  raise  light  on  track, 
lower  the  lamp. 

The  point  of  copper  electrode  should  be  about  one  inch  above 
top  of  holder  No.  164;  if  it  is  higher  than  this  there  will  be  too 
much  heat  on  clutch  No.  44. 


INDEX 


PAGE 

ACCIDENTS,   preparation  for  emer- 
gencies and 17 

Air  brake  troubles.     Locating  and 
remedying: 

Brake  equipment: 

Brake  cylinder  piston  pack- 
ing leather,  leakage  past.  .  247 

Common  troubles  of 244 

Duplex  pump  governor,  ad- 
justment of  the 248 

Double-heading,  with  long 
freight  train,  duties  of  sec- 
ond engineer  when 250 

Engineer's  valve,  mishand- 
ling of,  can  trouble  arise 

from  the 248 

Not  placed  on  lap  when  train 
parts,  result  of  being.  ...  250 

Of  the  locomotive 229 

Of  the  air  ptimp: 

Stopping  on  the  road .    23  5 
Air  cylinder,  defects  in 

the 229 

Steam  cylinder,  defects 

in  the 231,  232 

Failures    of     the    driver     and 
tender  brakes: 

The  most  common  cause  of  233 
Feed   valve,    brake    pipe, 

failure  of 237 

Overpressure      in      brake 

pipe,  cause  of 236 

Overpressure  in  main  res- 
ervoir, cause  of 235 

Of    Operation    of     the    Train 
Brakes: 

Air  brake  failure,  can  there 

be  such  a  thing  as  an  .  .    240 
Angle    cock,   is    partly  or 
wholly  closed   how  can 
engine  man  know  if ....    241 
Brake     and     signal     hose 
couplings,     unite     with 
each  other,  will  they.  .  .    243 
Brake  pipe,  broken  off , how 
may  brakes  be  operated 

if 244 

Brakes  apply  from  un- 
known cause,  what 
should  engineman  do  if.  242 
Brakes  sticking  on  long 
freight  trains,  cause  of 
and  remedy  for 240 


PAGE 

Air  brake  troubles: 

Distinguished   from     each 

other,  how  are 243 

Engineer's  brake  valve, 
pipe  to  equalizing  reser- 
voir broken  off,  how  re- 
pair on  road  if 242 

How  should  service  brak- 
ing be  done  if 242 

Release  train  brakes  while 
running,  how  to,  with 

out  train  parting 240 

Sliding  and    flattening   of 

wheels,  prevention  of.  .    238 
Triple  valve  jumping  into 
emergency,  how  can  en- 
gineman know    if  jerks 
are  caused  by  and  how 

locate 241 

Two    Application     stops, 

method  of  making 238 

Of    the    Westinghouse     E    T 
Engine  and  Tender: 
Train  air  signal,  the: 
Whistle   blows  twice  at 
each  pull    of   the  car 

discharge  valve 238 

Whistle  blows  whenever 
engineer  releases  the 

brakes 237 

Whistle  will  not  respond 
until  car  discharge 
valve  is  pulled  second 

or  third  time 23  7 

Axle,    action    to    be    taken    with 

broken  driving 88 

Broken  tender. 167 

Causes  of  heating  of  driving.  .    175 

Hot  tender  or  truck 176 

Of  consolidation  or  mogul  lo- 
comotive, remedy  for  bro- 
ken   107 

Remedy  for  broken  four- 
wheeled  truck 105 

Running  of  engine  with  a 
broken  truck 108 

BALDWIN  four-cylinder  cross-com- 
pound locomotive.  See  Com- 
pound locomotive. 

Bearings,  causes  of  hot i7S 

Hot  main  axle 175 

Bell  ringer,  failure  of 162 


26l 


262 


INDEX 


PAGE 

Slow  in  Vauclain  compound  loco- 
motive, continuous 209 

In    Vauclain   compound    loco- 
motive, location  of 210 

Blow-off  cock,  clogged 122 

Blow  of  valve,  detecting 15,      16 

Blows,  development  of  sudden  ..17,      18 
Due  to  wear  of  piston  packing, 

detection      of 66 

In      two-cylinder      compound 

locomotive 205 

In    Vauclain    compound   loco- 
motive      208 

Location  of  piston 17 

Boiler  depreciation  resulting  in  ex- 
plosions, some  causes  of 132 

Deterioration  due  to  accumu- 
lation of  scale,  prevention  of  135 

Refilling    135 

Boilers    to    stand    under    pressure, 

danger  of  allowing 124 

Bolts,  removal  of  partially  sheared 

rod 67 

Starting  tight 218 

Brasses,  method  of  filing  worn  rod .    178 
Necessity  of  having  engine  in 

tram  for  keying  rod 184 

Breakdown,    first    duties    in    case 

of IT,  12,  1 68 

Bridge,  action  in  case  of  a  broken .      1 8 

Detecting  a  broken 17 

Strengthening  a  cracked 226 

Bulged  firebox  sheet,  action  in  case 

of. 134 

Bulging  of  a  firebox  sheet,  cause  of  133 
Bushings  in  cylinders,   method  of 

putting    63 

In  rebored   cylinders,  use   of .  .    62 
By-pass  valve  of;  Richmond  com- 
pound locomotive,  plugging.  ...    193 
Valves  of  Richmond  compound 

locomotive  stuck  open 192 

Valves  of  Richmond  compound 
locomotive  stuck  shut 193 

CELLARS  of  driving  boxes,  removal 

of 215 

Center  casting,  broken  engine  truck  112 
Center  pin  of  pony  truck,  broken .  .    112 

Check  valve,  cocked 1 53 

Knocked  off 153 

Stuck  open 152 

Compound  locomotive,  accidents  to   186 
Accidents  to  intercepting  valve 

of  Richmond 1 86 

Accidents  to  intercepting  valve 

of  Schenectady 197 

Apt  to  get  out  of  order,  special 

parts  of 1 86 

Blows  in  two -cylinder 205 

Blows  in  Vauclain 208 

Broken  auxiliary  steam  pipe  of    195 
Broken    emergency    valve    of 

Richmond 191 

Broken    equalizing    valve    of 
Vauclain 207 


PAGE 
Compound  locomotive: 

Broken  intercepting  valve  of 
Richmond 177,  178,  191 

Broken  intercepting  valve  of 
Schenectady  1 87,  201 

Broken  receiver  of  two-cylin- 
der    194 

Broken  va've  of  Baldwin  four- 
cylinder  cross 213 

Broken  valve  of  tandem 213 

Detection  of  leaky  starting 
valve  of  Vauclain 208 

Disabled  cylinder  of  Vauclain  207 

Disabled  side  of  Vauclain.  .  .  .    206 

Disconnecting    two  -  cylinder, 

192,    205 

Effect  of  leaky  starting  valve 
of  Vauclain 208 

Inequality  of  exhaust  of  Vau- 
clain    209 

Leaks  of  intercepting  valve  of 
Richmond 195 

Leaks  of  intercepting  valve  of 
Schenectady 202 

Leaky  piston  rings  in  two- 
cylinder  205 

Leaky  valves  in  two-cylinder.    206 

Location  of  blow  in  Vauclain.    210 

Open,  objection  to  fast  running 
with  emergency  valve  of 
Richmond 189 

Plugging  by-pass  valve  of 
Richmond 193 

Repairing  and  readjusting  in- 
tercepting valve  of  Rich- 
mond    190 

Stuck  closed. intercepting  valve 
of  Richmond 1 88 

Stuck  closed,  intercepting  valve 
of  two-cylinder 197 

Stuck  open,  by-pass  valves  of 
Richmond 192 

Stuck  open,  emergency  valve 
of  Richmond 1 89 

Stuck  open,  emergency  valve 
of  Schenectady 203 

Stuck  open,  intercepting  valve 
of  Richmond 187 

Stuck  open,  intercepting  valve 
of  Schenectady 197 

Stuck  shut,  by-pass  valve  of 
Richmond 193 

Stuck  shut,  emergency  valve 
of  Richmond 1 89 

Stuck  shut,  intercepting  valve 
of  Schenectady 197 

Treatment  of  breakage  of 
pistons,  valves,  and  cross- 
heads  of  four-cylinder  cross  212 

Use  of  one  cylinder  of  pair  in 
Baldwin  cross 213 

Working  one  side  of  two-cyl- 
inder    204 

Connecting  rod,  the,  and  to  relieve 
compression  or  vacuum  in  cyl- 
inder caused  by 49 


INDEX 


263 


Connecting  rod: 

For  disconnecting,  holding  a .  .  215 

Inspection  of  side  and 78 

Leaving  up  on  disabled  side.  .  48 

Lubricating  cylinder  in  case  of  49 

Remedy  for  a  broken 71 

Set     screws     and     key     nuts, 

remedy  for  lost 72 

Strap,  remedy  for  broken.  ...  72 

Crank  pin,  cause  of  hot 177 

Remedy  for  broken  main.  ...  73 

Crosshead  gib,  remedy  for  a  broken  70 

Crosshead,  method  of  blocking.  ...  20 
Of     four-cylinder     cross-com- 
pound    locomotives,     treat- 
ment of  breakage  of 212 

Remedy  for  a  broken 70 

Crownsheet,  overheating  of  a 132 

Uncovered 120 

Cylinder    cocks,    on    disconnected 

engine,  adjustment  of 61 

Cylinder  head,  broken 59 

Cause  of  broken 60 

Prevention  of  broken 60 

Cylinder  of  pair  in  Baldwin  cross- 
compound  locomotive,  use  of  one  213 
Of   Vauclain   compound   loco- 
motive, disabled 207 

Remedy  for  broken 6 1 

Remedy  for  groaning  in 66 

Cylinders,  cause  of  deterioration  of  62 

Cause  of  water  in 118 

Cylinders: 

Method  of  reboring .  62 

Use  of  bushings  in  rebored.  .  .  62 

Cylinder  with  broken  front  head, 

use  of 58 

DEAD  ENGINE  for  towing,  discon- 
necting  a 179 

Pumping  pressure  into  a 169 

Deflector  plate.     See  Diaphragm. 

Derailed  engine .    169 

Deterioration  of  boiler  sheets,  effect 

of  form  on  the 125 

Diaphragm,  readjustment  of  a.  ...    139 
Disconnected,    stopping    with    one 

side 49,   1 80 

Disconnecting     dead     engine     for 

towing    48,   1 79 

Engine    with    disabled    valve, 

method  of 19 

Two-cylinder  compound  loco- 
motive   204-205 

Drawbar  between  engine  and  ten- 
der, broken 165 

Driving    box,     best     position    for 

packing 184 

Brass,  remedy  for  broken.  ...      95 

Cause  of  pounding  of 97 

Effect  of  stuck 99 

On  ten-wheeled  engine,  remedy 

for  broken 96 

Remedy  for  broken 96 

Removal  of  cellar  of 215 

Dry  pipe,  collapsed 136 


PAGE 

Dry  pipe,  Difference  between  leaky 
throttle  valve  and 137 

ECCENTRIC,  broken 44 

Hot    48 

Eccentric  rod,  broken 43 

Slipped    44 

Eccentric,  slipped 45,  46,     47 

Eccentric  strap,  broken 45 

With  the  rods,  necessity  of  re- 
moving the 48 

Emergencies  and  accidents,  prepa- 
ration for 17 

Emergency     valve     of     Richmond 
compound  locomotive,  broken.  .    191 
Of  Richmond  compound  loco- 
motive   open,    objection    to 

fast  running  with 189 

Of  Richmond  compound  loco- 
motive stuck  open 189 

Of  Richmond  compound  loco- 
motive stuck  shut 189 

Of  Schenectady  compound  lo- 
comotive stuck  open 203 

Equalizer,  broken 113 

Injured    117 

Of  mogul  engine,  broken  cross .    114 
Of  mogul  engine,  broken  inter- 
mediate      114 

Stand,  broken 114 

Equalizing  valves  of  Vauclain  com- 
pound locomotive  broken 207 

Exhaust,  causes  of  variations 28 

Issuing    from    side    of    stack, 

causes  of 143 

Normal  character  of 27 

Of   Vauclain   compound    loco- 
motive, Inequality  of 209 

Pipe  joints,  location  of  leaky.    123 
To  fill  the  stack,  failure  of  the  143 
Explosion,  progressive  action  of  a 

boiler 127 

Explosions,  some  causes  of    boiler 

depreciation  resulting  in 132 

Some     causes    of     locomotive 

boiler 130 

Source   and  magnitude  of   en- 
ergy set  free  in  boiler 128 

Testing  of  hydrostatic  pressure 

as  a  safeguard  against  boiler  129 
Extension  rod,  broken  link 40 

FIREBOX  sheets,  exposed 173 

Fire,  method  of  extinguishing 173 

With  water,  danger  of  quench- 
ing  174 

Flue.     See  Tube. 

Foaming  boiler,  action  to  be  taken 

with 119 

Detection  of 118 

Difference     between     priming 

and 118 

Of  oily  water,  checking  the.  .  .    119 

Frame,  broken  engine 116 

Remedy  for  broken  truck.  ...    no 
Welding  broken 224 


264 


INDEX 


PAGE 

Progs,  forms  of  wrecking 171 

Front,   broken 142 

Fusible  plug,  melted .  . 120 

GAUGE  GLASS,  broken 160 

Cutting   a 161 

Indication  of  defect  in 160 

Replacing  a  broken 161 

Gib,  remedy  of  a  broken  crosshead  .      70 
Gland,  broken  valve  stem  or  piston 

rod i  .      24 

Grate  with    deep    hopper  ash-pan, 

broken  drop 123 

With  shallow  ash-pan,  broken 

drop 123 

Grooving   of    boiler    plates,    cause 

of 133 

Guide,  remedy  for  a  broken 68 

Remedy  for  hot 69 

Guide   yoke,    remedy   for   bent   or 
broken 69 

HANDHOLE  plate,  blown  out 134 

Headlight  in  high  wind,  lighting  a  217 

Heating  of  driving  axles,  cause  of.  175 

Hose,  broken  or  burst 165 

Hot  bearings,  causes  of 175 

With  water,  objections  to  cool- 
ing    177 

Hot  crank  pins,  cause  of 177 

Crosshead 176 

Eccentric  strap 176 

Guides 176 

Main  axle  bearings 175 

Rod  brass" 175 

Tender  or  truck  axle 176 

Water    to    tank,    objection    to 

leakage  of 152 

Hydrostatic    pressure    as    a    safe- 
guard  against  boiler  explosions, 

testing  by 129 

INJECTOR  after  failure,  method  of 

starting   147 

Failures 134,   1 49 

Failures,  causes  of 1 45 

Losing  water  at  the  overflow .  .    149 

The  Simplex 150 

Boiler     check     valve     stuck, 

effect  if 152 

Duty  of  the  emergency  valve .  .    151 
Result    of    leaky    heater-cock 

check  valve 151 

Working  the  heater 152 

Inspection  of  side  and  connecting 

rods 78 

Intercepting    valve    of    Richmond 
compound  locomotive,  accidents 

to   166 

Of  Richmond  compound  loco- 
motive broken. . . .189,  190,   191 
Of  Richmond  compound  loco- 
motive, leaks  of 195 

Of  Richmond  compound  loco- 
motive, repairing  and  read- 
justing    190 


PAGE 
Intercepting  valve; 

Of  Richmond  compound  loco- 
motive stuck  closed 188 

Of  Richmond  compound  loco- 
motive stuck  open 187 

Of  Schenectady  compound  lo- 
comotive, accidents  to 196 

Of  Schenectady  compound  lo- 
comotive, broken 187,   201 

Of  Schenectady  compound  lo- 
comotive, leaks  of 202 

Of  Schenectady  compound  lo- 
comotive stuck  open 197 

Of  Schenectady  compound  lo- 
comotive stuck  shut 197 

Of  two-cylinder  compound  lo- 
comotive stuck  closed 197 

KEYING  rod  brasses,  necessity  of 
having  engine  in  tram  for 184 

Key  nuts,  remedy  for  lost  connect- 
ing rod  setscrews  and 72 

Knots  and  hitches 220 

LEAKY    pistons,    characteristics   of 

blows  of 17 

Valve,  location  of 15,  16 

Lifting  arm,  broken 39 

Lifting  shaft  bracket,  broken 40 

Broken    40 

Link  block,  broken 38 

Broken 37 

Disabled,   variation  of  cut-off 

with  one 39 

Extension  rod,  broken 40 

Hanger,  broken 39 

Motion,  action  of  the 48 

Saddle,    broken 38 

Saddle  pin,  broken 38 

Lubricator,  cause  of  irregular  action 

of  an  automatic  cylinder 159 

Failure  of  cylinder 157,  159 

MAIN  Rod.     See  Connecting  rod. 
NETTING,  clogged  or  broken 140 


PACKING,     adjustment    of    spring 

piston 67 

Driving     box,     best     position 

for ' 184 

Effect  of  wear  on  tightness  of 

split  ring  piston 66 

Rings,     remedy     for     broken 
metallic  piston  rod  or  valve 

stem 34 

Parallel  rod.     See  Side  rod. 

Petticoat  pipe,  readjustment  of  a.  .    139 

Piston  blows,  location  of 17 

Broken 57 

Of  tandem  compound  locomo- 
tive, broken 214 

Packing,  adjustment  of  spring     67 
Rings    in    two-cylinder    com- 
pound locomotives,  leaky.  .    205 
Piston  rod,  broken 57 


INDEX 


PAGE 

Piston  rod: 

From  crosshead,   difficulty   of 

removing 58 

From    crosshead,    method    of 

removing 58 

Gland,  broken  valve  stem  or.  .      24 
Pistons,  characteristics  of  blows  of 

leaky 17 

Of  four-cylinder  cross-com- 
pound locomotives,  treat- 
ment of  breakage  of 212 

Piston  valves,  method  of  testing.  .      30 

Sticking,  cause  of 30 

Plates.     See  Sheets. 

Plugs,  blown  out 134 

Pounding  in  locomotives,  cause  of.  181 
Of  driving  boxes,  cause  of.  ...  97 
Of  driving  boxes,  remedy  for.  .  98 
Of  driving  boxes,  variation  in.  97 

Pound,  locating  a 183 

Pressure,  danger  of  allowing  boilers 

to  stand  under 124 

Priming    and    foaming,    difference 

between 118 

Boiler,  action  to  be  taken  with   119 
Pyle-National  Electric  Headlight: 
Dynamo,  the: 

Amperage  of,  definition  of  the, 

and  amount  produced  by.  .    254 
Voltage  of,   definition  of  the, 
amount    produced    by,    and 

effect  on  the  person  of 254 

What  common  attention  should 

be  given  to "  257 

Engine,  the: 

And  dynamo  as  a  whole,  when 

to   lubricate 252 

Brake,  adjustment  of  the.  .  .  .    256 
Governor,  principles  of  the.  .  .    255 

And  defects  of  the 256 

Maximum  speed  of 254 

Runs    too    fast,    if,    what    to 

report 255 

Lamp,   the: 

Burns  green,  what  is  indicated 

when 254,  256 

Failing  to  burn  when  engine  is 
started,  but  incandescent 
lamps  light  up,  reasons  for.  .  253 

Cause  of 252 

Whether  dynamo  or  lamp  is 

cause  of,  how  to  tell 257 

Focus,  how  to  correctly 258 

Tension   spring  of,    too   tight, 

result  of 253 

Or  too  weak,  result  of 253 

REACH  ROD,  broken 40 

Receiver  of  two -cylinder  compound 

locomotive,  broken 194 

Repairs  with  pressure  on  the  boiler, 

danger  of  making 126 

Reverse  lever,  broken 41 

Richmond    compound    locomotive. 

See  Compound  locomotive. 
Rocker  arm,  broken 35 


Rocker  arm,  setting  valve  in  central 

position  with  broken 35 

Box,  broken   36 

Pin,   broken 36 

Rod    bolts,   removal    of    partially 

sheared    67 

Brasses,  method  of  filing  worn  178 
Brasses,    necessity    of    having 

engine  in  tram  for  keying ...  184 

Brass,  hot 175 

Running  gear,  inspection  of 107 

SAFETY  valve  broken  off 137 

Sand  on  one  side  only,  using 1 80 

On  slippery  rails,  use  of 168 

On  slipping  engine,  use  of.  ...    180 
Scale  from  injector  tubes,  removal 

of 152 

Prevention  of  boiler  deteriora- 
tion due  to  accumulation  of   135 
Schenectady  compound  locomotive. 

See  Compound  locomotive. 
Setscrews  and  key  nuts,  remedy  for 

lost  connecting  rod 72 

Sheet,    action    in    the    case    of    a 

cracked 126 

Blistered   127 

Effect  of  form  on  the  deteriora- 
tion of  boiler 125 

Exposed,  firebox 173 

Side  rod,  action  in  case  of  broken 

sectional 75 

And  -connecting  rods,   inspec- 
tion of 78 

Cause  of  breakage  of 75 

Keying .  .      77 

Necessity  of  removing  both ....    73 
On  switching  engines,  running 

with  broken 76 

On  tandem  connected  engine, 

breakage   of 74 

Remedy  for  broken 73 

Snow,  engine  stalled  in  the 178 

Spring  against  breaking,  protection 

of  cracked  driving 101 

Broken  engine  truck 113 

Hanger,    remedy    for    broken 

driving 101 

Hanger,    remedy    for    broken 

truck no 

Of  ten-wheeled  engine,  block- 
ing for  broken 1 03 

Remedy  for  broken  driving ...    1 03 
Stirrup,    remedy     for    broken 

driving 101 

Stalled  in  the  snow,  engine 178 

Starting  disconnected  engine  from 

near  dead  point 1 80 

Locked  driving  wheels 184 

Valve  of  Vauclain  compound 
locomotive,      detection      of 

leaky 208 

Valve  of  Vauclain  compound 

locomotive,  effect  of  leaky.  .    208 

Staybolt  breakages,  location  of .  .  .    131 

Detection  of  broken 131 


266 


INDEX 


PAGE 

Steam   chest   and   cover,   cause  of 

breakage   of 65 

Cover,  remedy  for  broken.  ...  64 

Remedy  for  broken 63 

Prevention  of  broken 65 

Steam  gauge,  defective 164 

Steam  pipe,  broken  or  burst 137 

Leaks    in    front    end,    proper 

time  to  inspect  for 124 

Leaky    138 

Of    a    compound    locomotive, 

broken  auxiliary 195 

Detection  of  a  leaky 138 

Stopping    with    one    side    discon- 
nected   49,  i  So 

Stop,  making  a  quick 174 

TANK  valve,  disconnected 167 

Throttle  valve  and  dry  pipe,  differ- 
ence between  leaky 137 

Disconnected    136 

Leaky    137 

Tires,  cause  of  loose  driving  wheel.  94 
Detection     of     loose     driving 

wheel 94 

Distribution  of  engine  weights 

with  broken  wheels  and  .82,  93 

Loosening  of  driving  wheel.  .  .  94 
Remedy    for    broken    driving 

wheel 82,  93 

Towing,  disconnecting  dead  engine 

for    179 

Transom   for   four-wheeled    engine 

truck,  broken no 

Troubles,   locomotive 12 

Truck,  broken  tender 166 

Frame  on  mogul  or  consolida- 
tion engine,  remedy  for 

broken no 

Frame,  remedy  for  broken.  .  .  no 
Of  consolidation  or  mogul  loco- 
motive, removal  of 108 

Tube,  leaky .  120 

VALVE,  action  in  case  of  broken.  .  .  20 

Detecting  blow  of 15,  1 6 

Disconnected  tank 167 

In  central  position  with  broken 

rocker  arm,  setting 35 

Lip  broken 33 

Locating  a  dry 26 

Location  of  leaky 15,  16 

Method  of  clamping 18 

Motion  defects,  locating 27 

Of  Baldwin  four-cylinder  cross- 
compound  locomotive  bro- 
ken    213 

Of  four-cylinder  cross-com- 
pound locomotive,  treatment 

of  breakage  of 212 

Of  tandem  compound  loco- 
motive, broken 213 

Packing    strip,     detection     of 

broken 24 

Remedy  for  a  cocked 27 

Seats,  remedy  for  worn 30 


PAGE 

Valves,  instruction  for  setting.  ...      49 
In  two-cylinder  compound  lo- 
comotives, leaky 206 

Method  of  testing  piston 30 

Remedy  for  worn 30 

Valve    stem,    action   in   case    of    a 

broken 22 

Detection  of  broken 23 

Or  piston  rod  gland,  broken.  .      24 

Valves  sticking,  cause  of  piston.  .  .      30 

Tests  of  general  condition  of .  .      28 

To  move,  tendency  of  cisabled     32 

Wear   of 29 

When     blocked,     remedy     for 

leaky 32 

Valve  yoke,  broken 22 

Detection  of  broken 23 

Vauclain     compound     locomotive. 

See  Compound  locomotive. 
Walschaerts  Valve  Motion.      Acci- 
dents that  may  happen  to  the.  .      79 

Detail  parts  of  the 79 

Parts  most  likely    to  break 

of  the 79 

Combination  lever,  disconnec- 
tion of  the 84 

Coupling  radius  rod  directly  to 

valve-stem  in  case  of 84 

Eccentric  rod,  adjusting  length 

of   the , 87 

Lead,  to  change  the 86 

Travel  of  valve  altered  by.  .  .      84 
Disabled,        blocking       valve 

when 8 1 

Broken  combination  lever,  vi- 
brating link,  or  crosshead 

arm    84 

Broken  eccentric  crank,  eccen- 
tric rod,  link,  foot  or  con- 
nection pins .  .  .' 83 

Disconnection  of  when.  .  .  .81,     84 
Disconnecting  radius  rod  when, 

81,     83 

WATER  glass.    See  Gauge  glass. 

In  cylinders,  cause  of 1 1 8 

Wedge   bolt,    method    of   mending 

broken 99 

Result  of  a  broken 99 

Wedges,  method  of  adjusting  driv- 
ing box 99 

Weights  with   broken  wheels  and 

tires,  distribution  of  engine.  ...  93 

Wheel,  broken  engine  truck in 

Broken  tender.  .  . 167 

Hubs,  repairing  cracked  driv- 
ing   227 

Re;nedy  for  broken  driving..  .  91 
Wheels   and    tires,    distribution   of 

engine  weights  with  broken.  ...  93 
Danger   of   running  backward 

with  broken  rear 167 

Starting  locked  driving 184 

Whistle  broken  off 137 

Wrecking  frogs,  forms  of 171 

Wrist  pin,  remedy  for  a  broken.  .  .  71 


PEERLESS 
RUBBER  MFG.  CO. 

Largest  Manufactur- 
ers   in    the  World  of 

Air  Brake   and   Steam   Hose,  Anaconda  En- 
gine and  Tender  Hose,  Pneumatic  Tool  and 
Paint   Hose,  Suction   and   Water   Hose, 
etc.,  Vestibule  Diaphragms,  Gaskets, 
Mats  and   Matting,  Packings  of  all 
kinds,  Rubber  Tiling  and  Wainscot- 
ing in  all  colors,  Rings,  Tubing, 
Valves  and  all  Rubber  Supplies 
used  by  Railroad  Companies 


16  Warren  and  88  Chambers  Sts. 
NEW   YORK 


PEERLESS 

Piston  and  Valve  Rod 
PACKING 


MADE  round  and  square.     Put  up  in  coil, 
spiral  and  ring  form.      It  will  hold  400 
Ibs.  of  Steam.      Once  tried  always  used.      One- 
quarter   to   two   inches    Diameter.      Will    run 
twelve  months  in  high-speed  engines. 


C|)  Sole  Manufacturers  of  the 
Celebrated  Rainbow  Packing 


Peerless  Rubber  Mfg.  Co. 

16  Warren  and  88  Chambers  Sts.,  New  York 

FOR  SALE  BY  ALL  FIRST-CLASS  DEALERS 


SCIENTIFIC  AND  PRACTICAL  BOOKS 


PUBLISHED  BY 

The  Norman  W.  Henley  Publishing  Co. 

132  Nassau  Street.  New  York.  U.  S.  A. 

£2T  Any  of  these  books  will  be  sent  prepaid  on  receipt  of 
price  to  any  address  in  the  world. 

S3T  We  will  send  FREE  to  any  address  in  the  world  our 
S14-page  Catalogue  of  Scientific  and  Practical  Books. 

A.ppleton's  Cyclopaedia  of  Applied  Mechanics.  * 

A  dictionary  of  mechanical  engineering-  and  the  mechanical 
arts,  fully  describing  and  illustrating  upwards  of  ten  thousand 
subjects,  including  agricultural  machinery,  wood,  metal,  stone, 
and  leather  working;  mining,  hydraulic,  railway,  marine,  and 
military  engineering;  working  in  cotton,  wool,  and  paper;  steam, 
air,  and  gas  engines,  and  other  motors;  lighting,  heating,  and 
ventilation;  electrical,  telegraphic,  optical,  horological,  calculat- 
ing, and  other  instruments,  etc. 

A  magnificent  set  in  three  volumes,  handsomely  bound  in  half 
morocco,    each    volume    containing    over    900    large    octavo    pages, 
with    nearly    8,000    engravings,    including    diagrammatic    and    sec- 
tional drawings,  with  full  explanatory  details.     Price,  $12.00. 
ASKINSOBf.     Perfumes  and  Their  Preparation. 

Containing  complete  directions  for  making  han-dkerchief  per- 
fumes, smelling  salts,  sachets,  fumigating  pastils;  preparations, 
for  the  care  of  the  skin,  the  mouth,  the  hair;  cosmetics,  hair  dyes, 
and  other  toilet  articles.  300  pages.  32  illustrations.  8vo. 
Cloth,  $3.00. 
li Altlt.  Combustion  of  Coal  and  the  Prevention  of  Smoke. 

A  practical  treatise  for  all  interested  in  fuel  economy  and 
the  suppression  of  smoke  from  stationary  steam-boiler  furnaces 
and  from  locomotives.  85  illustrations.  12mo.  349  pages. 
Cloth,  $1.50. 

BAUER.      Marine    Engines    and    Boilers,    Their    Design    and    Con- 
struction. 

A  complete  treatise  indispensable  for  naval  constructors  and 
engineers  containing  744  pages  with  535  detailed  illustrations. 
The  v/ork  is  divided  into  eight  parts  as  follows:  Part  I. — The 
Main  Engine;  II. — Pumps;  III. — Shafting,  Resistance  of  Ships, 
Propellers;  IV. — Pipes  and  Connections;  V. — Steam  Boilers;  VI. — 
Measuring  Instruments;  VII. — Various  Details;  VIII. — Various 
Tables. — Appendix.  Price,  $9.00  net. 
BLACKALL,.  Air-Brake  Catechism. 

This  book  js  a  complete  study  of  the  air-brake  equipment, 
including  the  latest  devices  and  inventions  used.  All  parts  of  the 
air-brake,  their  troubles  and  peculiarities,  and  a  practical  way  to 
find  and  remedy  them,  are  explained.  Contains  over  1,500  ques- 
tions with  their  answers.  312  pages.  20th  edition.  $2.00. 


Publications  of  The  Norman  VV.  Henley  Publishing  Co. 

BLACKAL.L,.     New  York  Air-Brake  Catechism. 

A  complete  treatise  on  the  New  York  Air-Brake  and  Air  Sig- 
nalling Apparatus,   giving  a  detailed  description  of  all   the  parts, 
their  operation,  troubles,  and  the  methods  of  locating  and  remedy- 
ing the  same.     200  pages,  fully  illustrated.     $1.25. 
BOOTH   AND  KKRSHAW.      Smoke  Prevention  and   Fuel   Economy. 

A  complete  treatise  for  all  interested  in  smoke  prevention 
and  combustion.  Mr.  Booth  was  formerly  of  the  Manchester- 
Steam  Users'  Association,  is  a  well  known  writer  upon  technical 
subjects,  and  his  associate  is  a  practical  chemist.  The  co-opera- 
tion of  the  authors  has  been  very  successful  and  the  principles 
of  fuel  combustion  and  the  means  by  which  the  practice  is  con- 
ducted are  briefly  but  adequately  discussed.  The  physical  and 
chemical  conditions  involved  are  given  due  consideration  and 
there  are  descriptions  of  American  and  English  appliances,  me- 
chanical stokers,  etc.  194  pages.  75  illustrations.  Price,  $2.50. 
Booth  Steam  Pipes,  Their  Design  and  Construction. 

A  treatise  on  the  principles  of  steam  conveyance  and  means 
and  materials  employed  in  practice,  to  secure  economy,  efficiency 
and  safety.  A  book  which  should  be  in  the  hands  of  every  steam 
fitter  and  user  of  steam;  contains  177  pages  on  the  use  of  steam 
for  power  and  other  purposes.  Price,  $2.00. 
BUCHETTI.  Engine  Tests  and  Boiler  Efficiencies. 

This  work  fully  describes  and  illustrates  the  method  of  test- 
ing the  power  of  steam  engines,  turbine  and  explosive  motors. 
The  properties  of  steam  and  the  evaporative  power  of  fuels. 
Combustion  of  fuel  and  chimney  draft;  with  formulas  explained 
and  practically  computed.  255  pages;  179  illustrations.  $3.00. 
COCKIN.  Practical  Coal  Mining. 

An  important  work,  complete  with  practical  details,  which 
will  intuitively  impart  to  the  reader  not  only  a  general  knowledge 
of  the  principles  of  coal  mining,  but  also  considerable  insight  into 
allied  subjects,  including  chemistry,  mechanics,  steam  and  steam 
engines  and  electricity.  428  pages,  213  illustrations.  Price,  $2.50. 
FOWLER.  Locomotive  Breakdowns  and  Their  Remedies. 

This  work  treats  in  full  all  kinds  of  accidents  that  are  likely 
to  happen  to  locomotive  engines  while  on  the  road.  The  various 
parts  of  the  locomotives  are  discussed,  and  every  accident  that 
can  possibly  happen,  with  the  remedy  to  be  applied,  is  given.  250 
pages,  fully  illustrated.  $1.50. 
BOWLER.  Boiler  Room  Chart. 

An    educational    chart    showing    in    isometric    perspective    the 
mechanisms  belonging  in  a  modern  boiler  room.     The  chart  serves 
as  a  dictionary  of  the  boiler-room,  the   names   of  more   than  two 
hundred  parts  being  referred  to.     25  cents. 
GRIMSHAW.      Saw  Filing  and  Management  of  Saws. 

A  practical   handbook   on  filing,   gumming,   swaging,  hammer- 
ing, and  the  brazing  of  band  saws,  the  speed,  work  and  power  to 
run  circular  saws,  etc.     Fully  illustrated.     Cloth,  $1.00. 
CRIMSHAW.     "Shop  Kinks." 

This  book  is  entirely  different  from  any  other  on  machine- 
shop  practice.  It  is  not  descriptive  of  universal  or  common  shop 
usage,  but  shows  special  ways  of  doing  work  better,  more 
cheaply  and  more  rapidly  than  usual,  as  done  in  fifty  or  more 
leading  shops  in  Europe  and  America.  Some  of  its  over  500  items 
and  222  illustrations  are  contributed  directly  for  its  pages  by 


Publications   of  The  Norman  W.  Henley  Publishing  Co. 

eminent  constructors;   the  rest  have  been  gathered  by  the  author 
in     his     thirty     years'     travel     and     experience.       Fourth     edition. 
Nearly  400  pages.     Cloth,   $2.50. 
GRIMSHAW.      Engine  Runner's   Catechism. 

The  questions  asked  throughout  the  catechism  are  plain 
and  to  the  point,  and  the  answers  are  couched  in  such  simple 
and  homely  language  as  to  be  readily  understood  by  the  veriest 
dullard.  All  the  instructions  given  are  complete  and  up  to  date; 
and  they  are  written  in  a  popular  style,  without  any  technicalities 
or  mathematical  formulae.  The  work  is  of  a  handy  size  for  the 
pocket,  clearly  and  well  printed,  nicely  bound,  and  profusely 
illustrated.  To  young  engineers  this  catechism  will  be  of  great 
value,  especially  to  those  who  may  be  preparing  to  go  forward 
to  be  examined  for  certificates  of  competency;  and  to  engineers 
generally  it  will  be  of  no  little  service,  as  they  will  find  in  this 
volume  more  really  practical  and  useful  information  than  is  to 
be  found  anywhere  else  within  a  like  compass.  Tells  how  to 
erect,  adjust  and  run  the  principal  steam  engines  in  the  United 
States.  Sixth  edition.  336  pages.  Fully  illustrated.  Cloth,  $2.00. 
GRIMSHAW.  Steam  Engine  Catechism. 

This  unique  volume  is  not  only  a  catechism  on  the  question 
and  answer  principle;  but  it  contains  formulas  and  worked  out 
answers  for  all  the  steam  problems  that  appertain  to  the  opera- 
tion and  management  of  the  steam  engine.  Illustrations  of 
various  valves  and  valve  gear  with  their  principles  of  operation 
are  given.  Thirty-four  tables  that  are  indispensable  to  every 
engineer  and  fireman  that  wishes  to  be  progressive  and  is  am- 
bitious to  become  master  of  his  calling  are  within  its  pages. 
It  is  a  most  valuable  instructor  in  the  service  of  steam  engineer- 
ing. Leading  engineers  have  recommended  it  as  a  valuable 
educator  for  the  beginner  as  well  as  a  reference  book  for  the 
engineer.  It  is  thoroughly  indexed  for  every  detail.  Contains 
nearly  1,000  questions  with  their  answers,  mainly  intended  for 
young  engineers  and  for  examination  questions.  Fourteenth  edi- 
tion. 413  pages.  Fully  illustrated.  $2.00. 
GRIMSHAW.  Locomotive  Catechism. 

This  is  a  veritable  encyclopaedia  of  the  locomotive,  entirely  free 
from  mathematics,  and  thoroughly  up-to-da'e.  It  contains  4,000  questions 
with  their  answers.  Twent> -seventh  edition,  greatly  enlarged.  Nearly 
900  pages,  over  437  illustrations,  and  3  large  folding  plates. 

HISCOX.     Gas,  Gasoline  and  Oil  Engines. 

Every  user  of  a  gas  engine  needs  this  book.  Simple,  in- 
structive and  the  only  complete  work  on  this  important  subject. 
Tells  all  about  the  running  and  management  of  gas  engines.  Full 
of  general  information  about  the  new  and  popular  motive  power, 
its  economy  and  ease  of  management.  Also  chapters  on  horseless 
vehicles,  electric  lighting,  marine  propulsion,  etc.  412  pages. 
Illustrated  with  312  handsome  engravings.  Twelfth  edition,  re- 
vised and  enlarged.  $2.50. 
HISCOX.  Compressed  Air  in  All  Its  Applications. 

The  most  comprehensive  book  on  the  subject,  showing  differ* 
ent   types   of  compressors  as   well  as   tools   driven  by  compressed 
air.      Contains   a   vast  amount   of  general   information.      545    illus- 
trations.     820  pages.     Price,  cloth,   $5.00;  half  morocco,   $6.50. 
HISCOX.     Horseless  Vehicles,  Automobiles  and  Motor  Cycles 

The   make-up  and   management   of   automobile  vehicles   of   all 
are,   treated,     A  complete  Us.t  of  the.   automobile,   and  motot 


Publications  of  The  Norman  W,  Henley  Publishing  Co. 

manufacturers,    with  their  addresses,  as  well  as  a  list  ol   patents 
Issued  since  1856  on  the  automobile  industry,  are  included.     Nine- 
teen  chapters.      Large   8vo.      316    illustrations.      460   pages.      Cloth, 
$3.00. 
HISCOX.     Mechanical  Movements,  Powers  and  Devices. 

A  work  on  illustrated  mechanics,  mechanical  movements, 
powers  and  devices,  covering  nearly  the  whole  range  of  the  prac- 
tical and  inventive  field,  for  the  use  of  mechanics,  inventors,  en- 
gineers, draughtsmen  and  all  others  interested  in  any  way  in 
mechanics.  Large  8vo.  Over  400  pages.  1,800  specially  made 
illustrations,  with  descriptive  text.  Tenth  edition.  $3.00. 

HISCOX.       Mechanical     Appliances,     Mechanical     Movements     and 
Novelties  of  Construction. 

A  complete  and  supplementary  volume  to  the  author's  work, 
"Mechanical  Movements.  Powers  and  Devices."  Contains  1,000 
mechanical  details  and  complex  combinations  in  mechanical  con- 
struction, which  are  fully  described  and  illustrated  400  pages. 
$3.00. 
Inventor's  Manual;  How  to  Make  a  Patent  Pay. 

This  is  a  book  designed  as  a  guide  to  inventors  in  perfecting 
their  inventions,   taking  out  their  patents  and  disposing  of  them 
119  pages.     Cloth.     $1.00. 
KRAUSS.     Linear  Perspective  Self-Taught. 

The   underlying   principle   by   which   objects   may  be   correctly 
represented  in  perspective  is  clearly  set  forth  in  this  book;  every- 
thing relating   to   the   subject   is   shown   in   suitable  diagrams,   ac- 
companied by  full  explanations  in  the  text.     Price,  $2.50. 
LE  VAN.  Safety  Valves;  Their  History,  Invention  and  Calculation. 

Illustrated  by  69  engravings.     151  pages.     $1.50. 

LEWIS     AND     BRAME.       Laboratory     Note     Book     for     Chemical 
Students). 

This  volume  contains  instructions  for  the  laboratory  prepara- 
xion    of    gases,    the    examination    of    simple    salts,    the    reaction    of 
metals   and   acid   radicals,   and   includes   a   number   of   experiments 
in  quantitative  analysis.     Price,   $1.50. 
MATHOT.     Gas  Engines  and  Producer  Gas  Plants. 

A  Guide  for  the  Gas  Engine  Designer,  User  and  Engineer  in 
the  construction,  selection,  purchase,  installation,  operation  and 
maintenance  of  gas  engines. 

Recognizing  the  need  of  a  volume  that  would  assist  the  gas 
engine  user  in  understanding  thoroughly  the  motor  upon  which 
he  depends  for  power,  the  author  has  discussed  his  subject  with- 
out the  help  of  any  mathematics  and  without  elaborate  theoretical 
explanations.  Every  part  of  the  gas  engine  is  described  in  de- 
tail, tersely,  clearly,  with  a  thorough  understanding  of  the  re- 
quirements of  the  mechanic.  Helpful  suggestions  as  to  the 
purchase  of  an  engine,  its  installation,  care  and  operation,  form  a 
most  valuable  feature  of  the  work.  Fully  illustrated.  $2.50. 
PARSELL  AND  WEED.  Gas  Engine  Construction. 

A  practical  treatise  describing  the  theory  and  principles  of 
the  action  of  gas  engines  of  various  types,  and  the  design  and 
construction  of  a  half-horse  power  gas  engine,  with  illustrations 
of  the  work  in  actual  progress,  together  with  dimensioned  work- 
ing drawings,  giving  clearly  the  sizes  of  the  various  details. 
Second  edition,  revised  and  enlarged.  Large  8vo.  300  pages.  $2.50. 


Publications  of  The  Norman  W.  Henley  Publishing  Co. 

REAGAN,    JR.       Electrical    Engineers'    and     Student*'    Chart    and 
Hand  Book  of  the  Brush  Arc  Light  System. 

Illustrated.      Bound   in   cloth,   with   celluloid   chart   in   pocket. 
$1.00. 
SLOANE.      Electricity   Simplified. 

This  work  is  the  simplest  ever  published  on  the  subject  of 
electricity,  and  does  something  not  hitherto  accomplished.  Elec- 
tricity is  in  many  respects  unexplained  by  the  scientist;  to  the 
ordinary  man  it  is  all  a  mystery.  The  object  of  "Electricity 
Simplified"  is  to  make  the  subject  as  plain  as  possible,  and  to 
show  what  the  modern  conception  of  electricity  is;  to  show  how 
two  plates  of  different  metals  immersed  in  acid  can  send  a  mes- 
sage around  the  globe;  to  explain  how  a  bundle  of  copper  wire 
rotated  by  a  steam  engine  can  be  the  agent  in  lighting  our  streets; 
to  tell  what  the  volt,  ohm,  and  ampere  are,  and  what  high  and 
low  tension  mean;  and  to  answer  the  questions  that  perpetually 
arise  in  the  mind  in  this  age  of  electricity.  The  theories  of  con- 
tact action,  of  lines  of  force,  magnetic  permeability,  correlation 
and  conservation  of  energies,  and  the  most  modern  aspects  of 
the  science  are  given  so  that  the  work  is  a  true  presentation  of 
the  most  advanced  views  of  science  upon  the  great  development 
of  the  day.  By  illustration  of  original  design  and  scope,  and  by 
mechanical  analogies,  the  subject  is  made  exceedingly  simple. 
172  pages.  Illustrated.  Twelfth  edition.  $1.00. 

SLOANE.     How  to  Become  a  Successful  Electrician. 

It  is  the  ambition  of  thousands  of  young  and  old  to  Become 
electrical  engineers.  Not  everyone  is  prepared  to  spend  several 
thousand  dollars  upon  a  college  course,  even  if  the  three  or  four 
years  requisite  are  at  their  disposal.  It  is  possible  to  become  an 
electrical  engineer  without  this  sacrifice,  and  this  work  is  de- 
signed to  tell  "How  to  Become  a  Successful  Electrician"  without 
the  outlay  usually  spent  in  acquiring  the  profession.  Twelfth  edi- 
tion. 202  pages.  Illustrated.  Cloth.  $1.00. 
SLOANE.  Arithmetic  of  Electricity. 

A  practical  treatise  on  electrical  calculations  of  all  kinds, 
reduced  to  a  series  of  rules,  all  of  the  simplest  forms,  and  involv- 
ing only  ordinary  arithmetic;  each  rule  illustrated  by  one  or  more 
practical  problems,  with  detailed  solution  of  each  one.  Sixteenth 
edition.  Illustrated.  162  pages.  Cloth.  $1.00. 

SLOANE.     Electrician's  Handy  Book. 

This  book  supplies  a  distinct  want  in  the  realm  of  electrical 
literature.  It  is  designed  to  cover  the  field  of  practical  engineer- 
ing, yet  to  include  nothing  unnecessary  for  the  every  day  worker 
in  electricity  to  know.  Its  pages  are  not  encumbered  with  any 
useless  theory — everything  in  it  is  to  the  point  and  can  be 
readily  understood  by  the  non-technical  man,  and  at  the  same 
time  the  educated  engineer  will  receive  great  benefit  from  its 
perusal.  It  ils  a  modern  book  of  reference,  a  compendium  of  use- 
ful data.  It  gives  the  clue  to  the  operation  of  electrical  sys- 
tems of  to-day  leaving  out  the  old  and  useless  matter  which 
has  encumbered  many  text  books,  yet  not  omitting  hints  from 
the  past  which  have  a  meaning  in  the  present.  The  latest  and 
best  authority  on  all  branches  of  applied  electricity.  Pocketbook 
size.  Handsomely  bound  in  leather,  with  title  and  edges  in  gold. 
800  pages.  500  illustrations.  Price,  $3.50. 
5LOANE.  Rubber  Hand  Stamps  and  the  Manipulation  of  Rubber. 

A  practical  treatise  on  the  manufacture  of  all  kinds  of  rubber 
artices.  X46  pages.  Second  edition.  Cloth.  $1,00. 


Publications  of  The  Norman  W.  Henley  Publishing  Co. 

SLOANE.      Electric    Toy   Making,    Dynamo    Building,   and    Electric 
Motor  Construction. 

This  work  treats  of  the  making  at  home  of  electrical  toys, 
electrical  apparatus,  motors,  dynamos,  and  instruments  in  gen- 
eral, and  is  designed  to  bring  within  the  reach  of  young  and  old 
the  manufacture  of  genuine  and  useful  electrical  appliances.  Fif- 
teenth edition.  Fully  illustrated.  183  pages.  Cloth.  $1.00. 
SLOANE.  Liquid  Air  and  the  Liquefaction  of  Gases. 

Containing   the     full    theory   of     the   subject    and    giving     the 
entire  history  of  liquefaction  of  gases  from  the  earliest  times  to 
the  present.     365  pages,  with  many  illustrations.     Second  edition. 
$2.50. 
SLOANE.      Standard   Electrical   Dictionary. 

A   practical    handbook    of    reference,    containing   definitions   of 
about   5,000   distinct   words,   terms   and   phrases.     An    entirely   new 
edition,  brought  up  to  date  and  greatly  enlarged.     Complete,  con- 
cise, convenient.     682  pages.     393  illustrations.     $3.00. 
USHER.      The    Modern    Machinist. 

A  practical  treatise  embracing  the  most  approved  methods  of 
modern  machine-shop  practice,  and  the  applications  of  recent 
improved  appliances,  tools  and  devices  for  facilitating,  duplicat- 
ing and  expediting  the  construction  of  machines  and  their  parts. 
A  new  book  from  cove.r  to  cover.  Fifth  edition.  257  engravings. 
322  pages.  Cloth.  $2.50. 
VAN  DERVOORT.  American  Lathe  Practice. 

A  new  book  from  cover  to  cover.  It  is  strictly  up-to-date  in 
its  descriptions  and  illustrations,  which  represent  the  very  latest 
practice  in  lathe  and  boring-mill  operations  as  well  as  the  con- 
struction of  and  latest  developments  in  the  manufacture  of  these 
important  classes  of  machine  tools.  A  large  amount  of  space  is 
devoted  to  the  turret  lathe,  its  modifications  and  importance  as  a 
manufacturing  tool.  320  pages.  200  illustrations.  $2.00. 
VAN  DERVOORT.  Modern  Machine  Shop  Tools;  Their  Construc- 
tion, Op-ration  and  Manipulation. 

This  is  a  book  of  reference  that  will  be  found  convenient 
in  every  machine  shop.  Suppose  it  is  desired  to  know  how  to 
cut  bevel  gears,  to  calculate  milling  machine  spirals  or  to  make 
countershaft  calculations;  or  to  get  information  about  tap  drill 
sizes,  the  classification  of  files;  change  gear  calculations;  deep 
hole  drilling;  turning  tapers;  testing  lathes,  etc.;  or  any  one 
of  the  numerous  questions  that  a  little  information  might  be  de- 
sired upon  occasionally — these  pages  will  be  found  to  contain 
the  satisfactory  answer.  The  book  will  also  prove  a  boon  to 
students  in  manual  training,  as  by  studying  its  pages  and  apply- 
ing its  principles  to  the  schdol  shop,  they  will  be  able  to  acquire 
a  good  knowledge  of  shop  practice.  The  book  has  numerous 
tables,  and  in  addition  to  the  chapters  strictly  on  tools  are 
several  on  fastenings,  gearing,  belting,  shafting,  and  the  treat- 
ment of  steel.  552  pages  and  673  illustrations.  $4.00. 
WALLIS  -  TAYLOR.  Pocket  Book  of  Refrigeration  and  Ice 
Making. 

This  explains  the  properties  and  refrigerating  effect  of  the 
different  fluids  in  use,  the  management  of  refrigerating  machinery 
and  the  construction  and  insulation  of  cold  rooms  with  their  re- 
quired pipe  surface  for  different  degrees  of  cold;  freezing  mix- 
tures and  non-freezing  brines,  temperatures  of  cold  rooms  for  all 
kinds  of  provisions,  cold  storage  charges  for  all  classes  of  goods, 
ice  making  and  storage  of  ice,  data  and  memoranda  *or  constant 


Publications  of  The  Norman   W.  Henley  Publishing  Co, 

reference  by  refrigerating  engineers,  with  nearly  one  hundred 
tables  containing  valuable  references  to  every  fact  and  condition 
required  in  the  installment  and  operation  of  a  refrigerating 
plant.  Price,  $1.50. 

WOODWORTH.       American      Tool      Making      and      Interchangeable 
Manufacturing. 

A  complete  treatise  on  the  Art  of  American  Tool  Making  and 
System  of  Interchangeable  Manufacturing  as  carried  on  to-day  in 
the  United  States.  In  it  are  described  and  illustrated  all  of  the 
different  types  and  classes  of  small  tools,  fixtures,  devices  and 
special  appliances  which  are  in  general  use  in  all  machine  manu- 
facturing and  metal  working  establishments  where  economy,  ca- 
pacity and  interchangeability  in  the  production  of  machined 
metal  parts  are  imperative.  -  500  pages.  600  illustrations.  Price, 
$4.00. 

WOODWORTH.     Dies,  Their  Construction  and  Use  for  the  Modern 
Working  of  Sheet  Metals. 

A  practical  work  on  the  designing,  constructing  and  use  of 
tools,  fixtures  and  devices,  together  with  the  manner  in  which 
they  should  be  used  in  the  power  press  for  the  cheap  and  rapid 
production  of  sheet  metal  parts  and  articles.  Comprising  funda- 
mental designs  and  practical  points  by  which  sheet  metal  parts 
may  be  produced  at  the  minimum  of  cost  to  the  maximum  of  out- 
put, together  with  special  reference  to  the  hardening  and  tem- 
pering of  press  tools  and  to  the  classes  of  work  which  may  be 
produced  to  the  best  advantage  by  the  use  of  dies  in  the  power 
press.  Fourth  edition.  400  pages.  500  illustrations.  $3.00. 
WOODWORTH.  Hardening,  Tempering,  Annealing  and  Forging 
of  Steel. 

A  new  book  containing  special  directions  for  the  successful 
hardening  and  tempering  of  all  steel  tools.  Milling  cutters,  taps, 
thread  dies,  reamers,  both  solid  and  shell,  hollow  mills,  punches 
and  dies,  and  all  kinds  of  sheet-metal  working  tools,  shear 
blades,  saws,  fine  cutlery,  and  metal-cutting  tools  of  all  descrip- 
tions, as  well  as  for  all  implements  of  steel,  both  large  and  small, 
the  simplest  and  most  satisfactory  hardening  and  tempering  pro- 
cesses are  presented.  The  uses  to  which  the  leading  brands  of 
steel  may  be  adapted  are  concisely  presented,  and  their  treatment 
for  working  under  different  conditions  explained,  as  are  also  the 
special  methods  for  the  hardening  and  tempering  of  special 
brands.  320  pages.  250  illustrations.  $2.50. 
WRIGHT.  Electric  Furnaces  and  Their  Industrial  Applications. 

Contains  285  pages,  and  57  illustrations,  which  are  essentially 
in  the  nature  of  sectional  diagrams,  representing  principles  of 
construction.  This  is  a  timely  and  practical  treatise  on  the  forms 
and  uses  of  electric  furnaces  in  modern  electro-chemical  pro- 
cesses. Price,  $3.00. 


14  DAY  USE 

RETURN  TO  DESK  FROM  WHICH  BORROWED 

LOAN  DEPT. 


k 


Renewed  books  are  subject  to  immediate  recall. 


_*& 

REC'D  l-D 

V  7     1*051 

LD  21A-50m-4  '59 
(A1724slO)476B 

General  Library 
University  of  California 
Berkeley 

YA  0136 


19481 


